Multicopter-assisted systems and methods for launching and retrieving a fixed-wing aircraft into and from free flight

ABSTRACT

The present disclosure presents various embodiments of a system for retrieving a fixed-wing aircraft from free flight using a flexible capture member. The system includes a GPS reference sensor and a communication link to guide the fixed-wing aircraft to intercept the flexible capture member.

PRIORITY CLAIM

This application is a Continuation-In-Part of U.S. Non-Provisionalpatent application Ser. No. 16/119,301, which was filed on Aug. 31,2018, and which claims priority to and the benefit of U.S. ProvisionalPatent Application No. 62/554,901, which was filed on Sep. 6, 2017, andU.S. Provisional Patent Application No. 62/657,104, which was filed onApr. 13, 2018, the entire contents of each of which are incorporatedherein by reference.

SUMMARY

The present disclosure generally relates to systems and methods forlaunching fixed-wing aircraft into free, wing-borne flight and forretrieving fixed-wing aircraft from free, wing-borne flight. Morespecifically, the present disclosure relates to systems and methods forretrieving fixed-wing aircraft from free, wing-borne flight using amulticopter.

BACKGROUND

Aircraft capable of long-distance, efficient cruising flight typicallyrequire long runways for take-off and landing. This limits the locationsfrom which the aircraft can take-off and at which the aircraft can land,since many locations—such as ships at sea—don't have sufficient spacefor a runway. Hovering aircraft are also proposed for use where space islimited. However, hovering aircraft tend to be more wind susceptible andthe relatively large spinning blades that hovering aircraft typicallyemploy make them unwelcome on small ship decks. There is a need for newsystems and methods that eliminate the need for these aircraft to uselong runways to take-off and land.

BRIEF DESCRIPTION OF THE FIGURES

FIGS. 1A-1D are diagrammatic views showing one example parasail-assistedmethod of launching a fixed-wing aircraft into free, wing-borne flightusing an aircraft launch system including two winches.

FIGS. 2A-2D are diagrammatic views showing one example parasail-assistedmethod of retrieving a fixed-wing aircraft from free, wing-borne flightusing an aircraft retrieval system including two winches.

FIG. 3A is a perspective view of one example embodiment of theaircraft-launch apparatus of the present disclosure attached to afixed-wing aircraft.

FIG. 3B is a top plan view of the aircraft-launch apparatus and thefixed-wing aircraft of FIG. 3A.

FIG. 3C is a partially-exploded perspective view of the aircraft-launchapparatus of FIG. 3A.

FIG. 3D is a block diagram showing certain electrically-controlledcomponents of the aircraft-launch apparatus of FIG. 3A.

FIG. 3E is a perspective view of the hub module of the aircraft-launchapparatus of FIG. 3A.

FIG. 3F is a partially exploded perspective view of the hub base of thehub module of FIG. 3E.

FIG. 3G is a partially exploded perspective view of one of the femaleblind mate assemblies of the hub base of FIG. 3F.

FIG. 3H is a partial cross-sectional view of one of the flexural mountsof the female blind mate assembly of FIG. 3G.

FIG. 3I is a perspective view of the fixed-wing aircraft of FIG. 3Aattached to the saddle of the hub module of FIG. 3E.

FIG. 3J is top perspective view of the saddle of FIG. 3I.

FIG. 3K is a cross-sectional view of the saddle of FIG. 3I takensubstantially along line 4C-4C of FIG. 3J and with certain elementsremoved.

FIGS. 3L and 3M are, respectively, assembled and exploded topperspective views of a rear engager of the saddle of FIG. 3I.

FIG. 3N is an exploded top perspective view of the attachment/releasedevice of the part of the saddle of FIG. 3I.

FIGS. 3O-3Q are cross-sectional side elevational views of the part ofthe saddle of FIG. 3I showing different configurations of the lock armand the front engager arm taken substantially along the line 4G-4G ofFIG. 3J.

FIG. 3R is a perspective view of one of the arm modules of theaircraft-launch apparatus of FIG. 3A.

FIG. 3S is perspective view of the locking assembly of the arm module ofFIG. 3R.

FIGS. 3T, 3U, and 3V are side elevational views of the arm module ofFIG. 3R detaching from the hub module of FIG. 3E via the lockingassembly of FIG. 3S.

FIG. 3W is a perspective view of one of the front landing gear modulesof the aircraft-launch apparatus of FIG. 3A.

FIG. 3X is a perspective view of one of the rear landing gear modules ofthe aircraft-launch apparatus of FIG. 3A.

FIG. 3Y is a perspective view of an example aircraft-launch apparatusand hoisting device.

FIG. 3Z is an enlarged perspective view of the aircraft-launch apparatusof FIG. 3Y.

FIG. 3AA is a perspective view of the launch apparatus of FIGS. 3Y and3Z having an aircraft coupled via a release mechanism.

FIG. 3BB is perspective views of a launch cradle in an operatingposition and a stowed position, showing how the launch cradle may bepivotably mounted to a parasail mast, to maintain azimuth alignment ofthe launch cradle and the hoisting device.

FIGS. 3CC and 3DD are perspective views of a release mechanism accordingto certain embodiments of the present disclosure.

FIGS. 4A-4E are diagrammatic views showing another exampleparasail-assisted method of launching a fixed-wing aircraft into free,wing-borne flight using an aircraft launch system including a singlewinch.

FIGS. 5A-5E are diagrammatic views showing another exampleparasail-assisted method of retrieving a fixed-wing aircraft from free,wing-borne flight using an aircraft retrieval system including a singlewinch.

FIGS. 6A-6C are diagrammatic views showing another exampleparasail-assisted method of launching a fixed-wing aircraft into free,wing-borne flight using an aircraft launch system including a winch anda hoist, wherein the hoist is supported by the parasail tow line.

FIGS. 6D-6G are diagrammatic views showing another exampleparasail-assisted method of retrieving a fixed-wing aircraft from free,wing-borne flight using an aircraft launch system including a winch anda hoist, wherein the hoist is supported by the parasail tow line.

FIGS. 7A and 7B are diagrammatic views showing the spatial relationshipbetween a hoist and parasail of various example embodiments of thepresent disclosure.

FIGS. 8A, 8B, and 8C are diagrammatic views showing one examplemulticopter-assisted method of retrieving a fixed-wing aircraft fromfree, wing-borne flight, including one GPS receiver.

FIG. 8D is rear perspective view showing the capture of the fixed-wingaircraft based on the multicopter-assisted method of FIGS. 8A-8C.

FIG. 8E is a diagrammatic view showing the example multicopter-assistedmethod of FIGS. 8A-8C including two GPS receivers.

DETAILED DESCRIPTION

While the features, methods, devices, and systems described herein maybe embodied in various forms, there are shown in the drawings, and willhereinafter be described, some exemplary and non-limiting embodiments.Not all of the depicted components described in this disclosure may berequired, however, and some implementations may include additional,different, or fewer components from those expressly described in thisdisclosure. Variations in the arrangement and type of the components;the shapes, sizes, and materials of the components; and the manners ofattachment and connections of the components may be made withoutdeparting from the spirit or scope of the claims as set forth herein.This specification is intended to be taken as a whole and interpreted inaccordance with the principles of the disclosure as taught herein andunderstood by one of ordinary skill in the art. The drawings are not toscale unless noted otherwise.

The parasail-assisted fixed-wing aircraft launch and retrieval systems(sometimes called the “launch system(s)” and the “retrieval system(s)”for brevity) of various embodiments of the present disclosure are usableto launch a fixed-wing aircraft 30 from a moving object into free,wing-borne flight and to retrieve the fixed-wing aircraft 30 from free,wing-borne flight back onto the moving object. The fixed-wing aircraft30 may be any suitable fixed-wing aircraft, such as (but not limited to)the INTEGRATOR unmanned aerial vehicle (INTEGRATOR is a registeredtrademark of Insitu, Inc.), the SCANEAGLE unmanned aerial vehicle(SCANEAGLE is a registered trademark of the Boeing Company), or X400(X400 is a registered trademark of Insitu, Inc.). The moving object is aship in the example embodiments described below, but may be any othersuitable moving object in other embodiments (such as a truck or arailcar).

1. Two-Winch Embodiment

1.1 Parasail-Assisted Fixed-Wing Aircraft Launch System and Method

FIGS. 1A-1D are diagrammatic views showing one example parasail-assistedfixed-wing aircraft launch system and method of the present disclosure.In this example embodiment, the aircraft launch system includes aparasail P, a ballast B, a fixed-wing aircraft-launch apparatus 10(sometimes called the “aircraft-launch apparatus” for brevity), a firstwinch 1110, a first flexible member 1110 a, a first flexible memberattachment device 1112, a pulley 1114, a second winch 1120, and a secondflexible member 1120 a.

The parasail P may be any suitable parasail including a kite, left andright bridle sets attached to the kite, and suitable rigging connectingthe left and right bridle sets to the first flexible member 1110 a(described below). The parasail P is rated such that it is strong enoughto carry the aircraft-launch apparatus 10 together with the fixed-wingaircraft 30 without breaking.

The ballast B may be any suitable container filled with any suitablematerial (such as water, rock, or sand), and is attached to the left andright bridle sets such that the mass of the ballast B is generallyevenly distributed between the left and right bridle sets. The mass ofthe ballast B is large enough to stabilize the parasail P when theparasail P is flying. In this example embodiment, the mass of theballast B is between 30-150 pounds, though it may have any othersuitable mass required to stabilize the parasail P when open.

The first winch 1110 is any suitable reversible, non-backdriveable winch(though it may be any other suitable type of winch in other embodiments)that includes a shaft, a drum fixedly mounted to the shaft, and a motoroperably connected to the shaft to rotate the shaft (and therefore thedrum). In this example embodiment, the first winch 1110 is a 2-10horsepower worm gear winch. The second winch 1120 is a suitablereversible, backdriveable winch (though it may be any other suitabletype of winch in other embodiments) that includes a shaft, a drumfixedly mounted to the shaft, and a motor operably connected to theshaft to rotate the shaft (and therefore the drum). In this exampleembodiment, the second winch 1120 is a 1 horsepower winch backdriveableat 200 pounds of tension. As described below, the first and secondwinches 1110 and 1120 are independently controllable to payout andretract the first and second flexible members 1110 a and 1120 a,respectively, as described below.

The first and second flexible members 1110 a and 1120 a are suitableropes or other similar flexible elements.

The first flexible member attachment device 1112 is a suitable deviceconfigured to removably attach to the first flexible member 1110 a. Inthis example embodiment, the first flexible member attachment device1112 is an ascender that, once attached to the first flexible memberattachment device, can move along the first flexible member in onedirection but not the other. In other embodiments, the first flexiblemember attachment device is not configured to move relative to the firstflexible member once attached to the first flexible member. A rope grabis one example of such a device.

The pulley 1114 is attached to the first flexible member attachmentdevice 1112 and includes a wheel (not labeled) rotatably mounted on ashaft (not labeled). The pulley 1114 may be configured as a one waypulley, which includes a suitable component or suitable components, thatenable the wheel to rotate around the shaft in one rotationaldirection—here, counter-clockwise—and that prevent the wheel fromrotating around the shaft in the other rotational direction—here,clockwise.

FIGS. 3A, 3B, and 3C show the aircraft-launch apparatus 10. Theaircraft-launch apparatus 10 is modular in that it is assembled from(and can be disassembled into) a plurality of different modules orsubassemblies. The aircraft-launch apparatus 10 is removably attachableto the fixed-wing aircraft 30 to facilitate launching the fixed-wingaircraft 30 into free, wing-borne flight (as described below).

As best shown in FIG. 3C, the aircraft-launch apparatus 10 includes thefollowing nine modules or subassemblies: a hub module 100; first,second, third, and fourth arm modules 400 a, 400 b, 400 c, and 400 d;first and second front landing gear modules 600 a and 600 b; and firstand second rear landing gear modules 600 c and 600 d.

As described in detail below, to assemble the aircraft-launch apparatus10 from these nine modules or subassemblies, an operator: (1) attachesthe first, second, third, and fourth arm modules 400 a, 400 b, 400 c,and 400 d to the hub module 100; (2) attaches the first and second frontlanding gear module 600 a and 600 b to the first and second arm modules400 a and 400 b, respectively; and (3) attaches the first and secondrear landing gear modules 600 c and 600 d to the third and fourth armmodules 400 c and 400 d, respectively.

The modularity of this aircraft-launch apparatus 10 is beneficialcompared to non-modular or unitary construction. First, the modularityof this aircraft-launch apparatus 10 enables an operator to quickly andeasily disassemble this relatively large apparatus into nine smallermodules or subassemblies. The operator can compactly store these modulesor subassemblies into a single container, which makes the disassembledaircraft-launch apparatus 10 easy to store and transport compared towhen it is assembled. Second, if a part of this aircraft-launchapparatus 10 breaks, its modularity enables the operator to quickly andeasily replace the module(s) or subassembly(ies) including the brokenpart with a properly-functioning replacement module(s) orsubassembly(ies) rather than waste time repairing the brokencomponent(s).

Other embodiments of the aircraft-launch apparatus may include more orfewer modules.

FIG. 3D is a block diagram of certain electrically-controlled componentsof the aircraft-launch apparatus 10. In this embodiment, although notshown in FIG. 3D, a lithium-ion battery (or any other suitable powersource(s)) powers these components. For a given component, the powersource may be directly electrically connected to that component to powerthat component or indirectly electrically connected to that component(e.g., via another component) to power that component.

The hub module 100 includes a hub base 200 and a saddle 300. The hubbase 200 includes a controller 272 and a communications interface 274electrically and communicatively connected to the controller 272. Thesaddle 300 includes a front engager servo motor 6341 and a lock servomotor 6345 both electrically and communicatively connected to thecontroller 272. This is merely one example configuration, and thesecomponents may be located on any suitable part of the aircraft-launchapparatus in other embodiments.

The controller 272 includes a processor 272 a and a memory 272 b. Theprocessor 272 a is configured to execute program code or instructionsstored in the memory 272 b to control operation of the aircraft-launchapparatus 10, as described herein. The processor 272 a may be one ormore of: a general-purpose processor; a content-addressable memory; adigital-signal processor; an application-specific integrated circuit; afield-programmable gate array; any suitable programmable logic device,discrete gate, or transistor logic; discrete hardware components; andany other suitable processing device.

The memory 272 b is configured to store, maintain, and provide data asneeded to support the functionality of the aircraft-launch apparatus 10.For instance, in various embodiments, the memory 272 b stores programcode or instructions executable by the processor 272 a to control theaircraft-launch apparatus 10. The memory 272 b may be any suitable datastorage device, such as one or more of: volatile memory (e.g., RAM,which can include non-volatile RAM, magnetic RAM, ferroelectric RAM, andany other suitable forms); non-volatile memory (e.g., disk memory, FLASHmemory, EPROMs, EEPROMs, memristor-based non-volatile solid-statememory, etc.); unalterable memory (e.g., EPROMs); and read-only memory.

The communications interface 274 is a suitable wireless communicationinterface, such as a transceiver like an MM2 900 MHz Embedded Radio byFreewave Technologies, configured to establish and facilitatecommunication between the controller 272 and: (1) a computing device(such as a laptop computer, a tablet computer, or a mobile phone, notshown); and (2) an R/C controller (not shown) that the operator of theaircraft-launch apparatus 10 controls. In operation, once thecommunications interface 274 establishes communication with thecomputing device, the controller 272 can send data (via thecommunications interface 274) associated with the operation of theaircraft-launch apparatus 10 to the computing device. Once thecommunications interface 274 establishes communication with the R/Ccontroller, the controller 272 can receive signals (via thecommunications interface 274) from the R/C controller. Morespecifically, upon receipt of these signals from the R/C controller, thecommunications interface 274 converts these signals into a formatreadable by the controller 272 and sends the converted signals to thecontroller 272 for processing.

The above-described communication may be bidirectional orunidirectional. In some embodiments, the communications interface 274enables the controller 272 to send data to the computing device but notreceive data from the computing device. In other embodiments, thecommunications interface 274 enables the controller 272 to send data tothe computing device and to receive data from the computing device. Insome embodiments, the communications interface 274 enables thecontroller 272 to receive signals from the R/C controller but not sendsignals to the R/C controller. In other embodiments, the communicationsinterface 274 enables the controller 272 to receive signals from the R/Ccontroller and send signals to the R/C controller.

In certain embodiments, the communications interface 274 includesseparate components for communicating with the computing device (such asa telemetry link) and the R/C controller (such as an R/C receiver).

FIG. 3E shows the hub module 100. The hub module 100: (1) serves as theattachment point for the arm modules 400 a to 400 d; (2) is the portionof the aircraft-launch apparatus 10 to which the fixed-wing aircraft 30is attached for launch; (3) includes the power source for theaircraft-launch apparatus 10; and (4) includes certain components usedto control operation of the aircraft-launch apparatus 10.

The hub module 100 includes a hub base 200 and a saddle 300. The saddle300 is attached to the underside of the hub base 200 via variousbrackets and fasteners (not labeled). This is merely one example of howthe saddle can be attached to the hub base, and in other embodiments thesaddle may be attached to the hub base in any suitable manner.

FIGS. 3F, 3G, and 3H show the hub base 200 or components thereof. Thehub base 200 is the portion of the hub module 100 that: (1) serves asthe attachment point for the arm modules 400 a to 400 d; (2) includesthe power source for the aircraft-launch apparatus 10; and (3) includescertain components used to control operation of the aircraft-launchapparatus 10.

As best shown in FIG. 3F, the hub base 200 includes four elongatedtubular rectangular supports 210 a, 210 b, 210 c, and 210 d attached toa first mounting plate 202 with suitable brackets and fasteners.Stabilizing brackets (not labeled) extend between and connect the freeends of the supports 210 a and 210 b and the supports 210 c and 210 d. Asecond mounting plate 250 b is attached to the supports 210 a, 210 b,210 c, and 210 d such that the supports are sandwiched between the firstand second mounting plates 202 and 250. A housing 270 is mounted to thesecond mounting plate 250. The housing 270 encloses various electricalcomponents, such as the power source, the controller 272, and thecommunications interface 274.

A guard 282 is attached to a guard mounting bracket 280 (via suitablefasteners) that is attached to the second mounting plate 250 (viasuitable fasteners). A snag-prevention member attachment device 284 isattached to the guard 282 near the center of the guard 282 (when viewedfrom the top). As described in detail below, a snag-prevention member299 is attachable to the snag-prevention member attachment device 284(such as a universal joint) such that the snag-prevention member 299 canrotate 360 degrees (or less in other embodiments) relative to the guard282 and the aircraft-launch apparatus 10 and pivot relative to avertical axis between an angle defined by the geometry of the guard 282and the geometry of the snag-prevention member 299. In this embodiment,the snag-prevention member 299 includes a flexible rod (such as acarbon-fiber rod) that has a normal shape to which it is biased toreturn once flexed. The snag-prevention member 299 may attach to thesnag-prevention member attachment device 284 in any suitable manner,such as via a carabiner or other hook-type manner of attachment.

The open free ends of the tubular supports 210 a-210 d form arm modulereceiving sockets that can receive one of the arm modules 400 a to 400d. Specifically, the support 210 a forms a first arm module receivingsocket 214 a sized to receive the first arm module 400 a, the support210 b forms a second arm module receiving socket (not shown) sized toreceive the second arm module 400 b, the support 210 c forms a third armmodule receiving socket (not shown) sized to receive the third armmodule 400 c, and the support 210 d forms a fourth arm module receivingsocket 214 d sized to receive the fourth arm module 400 d.

The connectors shown in FIGS. 3F, 3G, and 3H illustrate examplearrangements of connecting components for connecting one or more arms tothe hub module. It should be noted that some embodiments may not includearms or connectors (blind or otherwise). Further, in some embodimentsthe connectors may be used only for transmission of power to arm-mountedmotors and not for connecting one or more arms to the hub module.

As best shown in FIG. 3F, female blind mate assemblies are attached tothe free ends of the hollow supports 210 a-210 d. Specifically, a firstfemale blind mate assembly 230 a is attached to the free end of thesupport 210 a near the first arm module receiving socket 214 a, a secondfemale blind mate assembly 230 b is attached to the free end of thesupport 210 b near the second arm module receiving socket, a thirdfemale blind mate assembly 230 c is attached to the free end of thesupport 210 c near the third arm module receiving socket, and a fourthfemale blind mate assembly 230 d is attached to the free end of thesupport 210 d near the fourth arm module receiving socket 214 d.

The female blind mate assemblies 230 (along with the corresponding maleblind mate connectors described below with respect to the arm modules)facilitate mechanical attachment of the arm modules 400 a, 400 b, 400 c,and 400 d to the hub module 100.

FIGS. 3G and 3H show the second female blind mate assembly 230 b. Thefemale blind mate assemblies 230 a, 230 c, and 230 d are similar to thesecond female blind mate assembly 230 b and are therefore not separatelyshown or described.

The second female blind mate assembly 230 b includes: (1) a female blindmate connector 231 b including a plurality of pin receptacles (notlabeled); (2) three elastomeric grommets 232 b; (3) three rigid, hollowcylindrical spacers 233 b; (4) three fasteners 234 b; (5) three nuts 235b; (6) a mounting bracket 236 b; and (7) mounting bracket fasteners (notlabeled).

The mounting bracket 236 b is positioned at a desired location along thehollow support 210 b, and the mounting bracket fasteners are tightenedto clamp the mounting bracket 236 b in place relative to the hollowsupport 210 b.

The female blind mate connector 231 b is flexurally mounted to themounting bracket 236 b via the elastomeric grommets 232 b, the spacers233 b, the fasteners 234 b, and the nuts 235 b. Specifically, theelastomeric grommets 232 b are fitted into corresponding cavities in thefemale blind mate connector 231 b. As best shown in FIG. 3H, each cavityincludes an inwardly-projecting annular rib that fits into acorresponding annular cutout of the corresponding elastomeric grommet232 b. The spacers 233 b are disposed within longitudinal bores definedthrough the elastomeric grommets 232 b. The fasteners 234 b extendthrough the hollow spacers 233 b and through corresponding fastenerreceiving openings defined through the mounting bracket 236 b into theircorresponding nuts 235 b. This secures the female blind mate connector231 b to the mounting bracket 236 b.

This flexural mount of the female blind mate connector to the mountingbracket via the elastomeric grommets is beneficial compared to a rigidconnection of the female blind mate connector to the mounting bracket.The flexural mount enables the female blind mate connector to move—viadeformation of the elastomeric grommet—relative to the mounting bracket(and the rest of the hub module) when loads are applied to the femaleblind mate connector, such as loads imposed on the female blind mateconnector by the attached arm module during flight. Because the femaleblind mate connector is not rigidly attached to the correspondingmounting bracket, it is less likely that the pins of the male blind mateconnector (described below) received by the pin receptacles of thefemale blind mate connector will break when loads are applied to thefemale blind mate connector.

As best shown in FIG. 3H, a latch plate 237 is attached to the undersideof each hollow support 210 a and 210 b below each female blind mateconnector 231 attached thereto. The latch plate 237 includes a clawengager 238 and a backstop 239. The latch plate 237 is described belowwith respect to the locking assemblies 420 of the arm modules 400 a to400 d.

FIGS. 3I-3Q show the saddle 300 or components thereof. The saddle 300 isthe portion of the hub module 100: (1) to which the fixed-wing aircraft30 is attached for launch; (2) from which the fixed-wing aircraft 30 isreleased for launch.

This embodiment of the saddle 300 is sized, shaped, arranged, andotherwise configured to attach to and release the fixed-wing aircraft 30without requiring any modification to the fixed-wing aircraft 30. Thesize, shape, arrangement, and configuration of the components of thesaddle 300 may be modified such that the saddle 300 can attach to andrelease other fixed-wing aircraft (such as the fixed-wing aircraft 30).

The saddle 300 includes a saddle base bracket 6310 and first and secondsaddle side brackets 6312 and 6314 straddling the saddle base bracket6310. A cross-brace 6318 is connected to and extends between the firstand second saddle side brackets 6312 and 6314 near their back ends. Asdescribed in more detail below, the front ends of the first saddle sidebracket 6312, the second saddle side bracket 6314, and the saddle basebracket 6310 are connected or otherwise mounted to a front engager 6320such that the front engager 6320 can rotate relative to the first saddleside bracket 6312, the second saddle side bracket 6314, and the saddlebase bracket 6310. Although not shown for clarity, the saddle basebracket 6310 is fixedly connected to the hub base via suitable mountingbrackets, and the first and second saddle side brackets 6312 and 6314are fixedly connected to the hub base via suitable fasteners.

As best shown in FIGS. 3J and 3K, the front engager 6320 includes: ashaft 6321; first and second leading-edge engagers 6323 and 6326; sleevebearings 6322, 6324, 6325, and 6327; and a stabilizer 6328.

The first leading-edge engager 6323 includes a generally triangular base6323 a having a tube 6323 c extending therefrom. A shaft-receiving bore(not labeled) extends through the base 6323 a and the tube 6323 c. Thebase 6323 a defines a contoured leading edge engaging surface 6323 bthat is shaped to receive and engage the portion of the leading edge ofthe wing of the fixed-wing aircraft 30 to which the saddle 300 willattach, as described below. The base 6323 a includes a plurality ofstrengthening ribs extending outward from the tube 6323 c. Similarly,the second leading-edge engager 6326 includes a generally triangularbase 6326 a having a tube 6326 c extending therefrom. A shaft-receivingbore (not labeled) extends through the base 6326 a and the tube 6326 c.The base 6326 a defines a contoured leading edge engaging surface 6326 bthat is shaped to receive and engage the portion of the leading edge ofthe wing of the fixed-wing aircraft 30 to which the saddle 300 willattach, as described below. The base 6326 a includes a plurality ofstrengthening ribs extending outward from the tube 6326 c.

As noted above, the front engager 6230 is connected or otherwise mountedto the saddle base bracket 6310 and the first and second saddle sidebrackets 6312 and 6314 such that the front engager 6320 is rotatablerelative to those components. The saddle base bracket 6310 includes atubular mounting portion 6310 a that defines a shaft-receiving boretherethrough. Part of the shaft 6321 is received in the shaft-receivingbore of the tubular mounting portion 6310 a such that first and secondfree ends of the shaft are positioned on opposing sides of the tubularmounting portion 6310 a. The shaft 6321 is rotatably fixed relative tothe saddle base bracket 6310, though in other embodiments the shaft 6321may rotate relative to the saddle base bracket 6310. Suitable bearingsmay be incorporated at the interfaces between the saddle base bracketand the shaft to facilitate rotation of the shaft relative to the saddlebase bracket.

The first and second leading-edge engagers 6323 and 6326 are rotatablymounted to the shaft 6321 on opposite sides of the tubular mountingportion 6310 a of the saddle base bracket 6310 via the sleeve bearings6322, 6324, 6325, and 6327. Specifically, the sleeve bearings 6322 and6324 are press fit into the opposing ends of the shaft-receiving borethrough the first leading-edge engager 6323 such that the sleevebearings 6322 and 6324 cannot rotate relative to the first leading-edgeengager 6323. Part of the shaft 6321 is received in the sleeve bearings6322 and 6324 and the shaft-receiving bore of the first leading-edgeengager 6323 such that the first end of the shaft 6321 protrudes fromthe sleeve bearing 6324. The first end of the shaft 6321 is received ina first retaining element 6329 a fixedly attached to the second saddleside bracket 6314. The first retaining element 6329 a preventssubstantial axial movement of the shaft 6321 relative to the firstretaining nub 6329 a, and retains the first leading-edge engager 6323 onthe shaft 6321. At this point, the first leading-edge engager 6323 ismounted to the shaft 6321 via the sleeve bearings 6322 and 6324 suchthat the first leading-edge engager 6323 is rotatable about thelongitudinal axis of the shaft 6321 relative to the saddle base bracket6310. The longitudinal axis of the shaft 6321 is above the leading edgesof the wings of the fixed-wing aircraft 30.

Similarly, the sleeve bearings 6325 and 6327 are press fit into theopposing ends of the shaft-receiving bore through the secondleading-edge engager 6326 such that the sleeve bearings 6325 and 6327cannot rotate relative to the second leading-edge engager 6326. Part ofthe shaft 6321 is received in the sleeve bearings 6325 and 6327 and theshaft-receiving bore of the second leading-edge engager 6326 such thatthe second end of the shaft 6321 protrudes from the sleeve bearing 6325.The second end of the shaft 6321 is received in a second retainingelement 6329 b fixedly attached to the first saddle side bracket 6312.The second retaining element 6329 b prevents substantial axial movementof the shaft 6321 relative to the second retaining element 6329 a, andretains the second leading-edge engager 6326 on the shaft 6321. At thispoint, the second leading-edge engager 6326 is mounted to the shaft 6321via the sleeve bearings 6325 and 6327 such that the second leading-edgeengager 6326 is rotatable about the longitudinal axis of the shaft 6321relative to the saddle base bracket 6310.

The stabilizer 6328 is attached to the base 6323 a of the firstleading-edge engager 6323 and to the base 6326 a of the secondleading-edge engager 6326 such that the stabilizer 6328 extends betweenand connects the first and second leading-edge engagers 6323 and 6326.The stabilizer 6328 ensures the first and second leading-edge engagers6323 and 6326 rotate relative to the saddle base bracket 6310 and thefirst and second saddle side brackets 6312 and 6314 substantiallysimultaneously rather than independently of one another.

As best shown in FIGS. 3J and 3M, an aircraft attaching/releasingassembly 6340 is attached to the saddle base bracket 6310 and to thefront engager 6320 and controls rotation of the first engager 6320 aboutthe longitudinal axis of the shaft 6321 relative to the saddle basebracket 6310. As best shown in FIG. 3N, the aircraft attaching/releasingassembly 6340 includes: a front engager servo motor 6345 having a frontengager servo motor shaft 6345 a, a front engager arm 6342, a frontengager arm lock device 6342 a, a servo spacer 6344, first and secondnut plates 6347 a and 6347 b, fasteners 6348 and corresponding nuts 6348a, a front engager rotation control link 6343 having connectors 6343 aand 6343 b at opposite ends, a lock servo motor 6341 having a lock servomotor shaft 6341 a, a lock arm 6346 terminating at one end in a lockingextension 6346 a, and first and second front engager attachment brackets6349 a and 6349 b.

The front engager servo motor 6345 and the lock servo motor 6341 areattached to one another and to the saddle base bracket 6310 via thefasteners 6348, the servo spacer 6344, the first and second nut plates6347 a and 6347 b, and the nuts 6348 a.

The front engager arm 6342 is attached near one end to the front engagerservo motor shaft 6345 a and near the other end to the connector 6343 a.The connector 6343 b is attached to the stabilizer 6328 of the frontengager 6320 via the first and second front engager attachment brackets6349 a and 6349 b (such as via suitable fasteners, not shown). Thisoperatively links the front engager servo motor shaft 6345 a to thefront engager 6320. The front engager arm lock device 6342 a is attachedto the front engager arm 6342 between the connector 6343 a and the frontengager servo motor shaft 6345 a.

The lock arm 6346 is attached to the lock servo motor shaft 6341 a nearone end. The free end of the lock arm 6346 terminates in the lockingextension 6346 a, which is engageable to the front engager arm lockdevice 6342 a in certain instances to prevent clockwise (from theviewpoint shown in FIGS. 3O-3Q) rotation of the front engager arm 6342.

The front engager servo motor 6345 controls rotation of the frontengager 6320 (and, specifically, the first and second leading-edgeengagers 6323 and 6326) about the longitudinal axis of the shaft 6321relative to the saddle base bracket 6310. To rotate the front engager6320, the front engager servo motor 6345 rotates the front engager servomotor shaft 6345 a, which rotates the attached front engager arm 6342,which in turn rotates the front engager 6320 via the front engagerrotation control link 6343. The front engager servo motor 6345 canrotate the front engager 6320 between an attached rotationalposition—shown in FIGS. 3O and 3P—and a release rotationalposition—shown in FIG. 3Q.

The lock servo motor 6341 controls rotation of the lock arm 6346 betweena front engager rotation-preventing rotational position—shown in FIG.3O—and a front engager rotation-enabling rotational position—shown inFIGS. 3P and 3Q. When the front engager 6320 is in the attachedrotational position and the lock arm 6346 is in the front engagerrotation-preventing rotational position, the locking extension 6346 aengages the front engager arm lock device 6342 a of the front engagerarm 6342. This prevents the front engager servo motor 6345 from rotatingthe front engager 6320 clockwise (from the viewpoint shown in FIGS.3O-3Q) from the attached rotational position to the release rotationalposition. As best shown in FIG. 20 , the servo spacer 6344 preventscounter-clockwise rotation (from the viewpoint shown in FIGS. 3O-3Q) ofthe front engager arm 6342.

FIGS. 3O-3Q show how the front engager servo motor 6345 and the lockservo motor 6341 cooperate to rotate the front engager 6320 from theattached rotational position to the release rotational position.Initially, the front engager arm 6342 is in the attached rotationalposition and the lock arm 6346 is in the front engagerrotation-preventing rotational position. Here, the locking extension6346 a on the end of the lock arm 6346 engages the front engager armlock device 6342 a of the front engager arm 6342.

Since the locking extension 6346 a engages the front engager lock device6342 a of the front engager arm 6342, the front engager servo motor 6345cannot rotate the front engager 6320 from the attached rotationalposition to the release rotational position (clockwise from thisviewpoint). And as indicated above, the servo spacer 6344 b preventscounter-clockwise rotation of the front engager arm 6342 (from thisviewpoint).

Rotating the front engager 6320 from the attached rotational position tothe release rotational position is a two-step process. As shown in FIG.3P, the operator first operates the lock servo motor 6341 to rotate thelock arm 6346 into the front engager rotation-enabling rotationalposition (clockwise from this viewpoint). Second, as shown in FIG. 3Q,the operator operates the front engager servo motor 6345 to rotate thefront engager 6320 from the attached rotational position to the releaserotational position (clockwise from this viewpoint).

As shown in FIG. 3J, separate (but in this embodiment, identical) rearengagers 6360 (here, trailing-edge engagers) are attached to the firstand second saddle side brackets 6312 and 6314. As best shown in FIGS. 3Land 3M, the rear engager 6360 includes a body 6362 and a pivotableportion 6364 pivotably connected to the body 6362 via a suitable pivotshaft (not shown). The body 6362 includes a trailing edge engagingsurface 6362 a. The pivotable portion 6364 includes multiple surfacesthat define a trailing edge receiving channel 6364 a sized and shaped toreceive the trailing edge of a wing of the fixed-wing aircraft 30.Fasteners 6366 are threadably received in the pivotable portion 6364.The fasteners 6366 engage the top surface of the wing of the fixed-wingaircraft 30, and can be threaded further into or further out of thepivotable portion 6364 as desired to adjust clearance between thepivotable portion 6364 and the exterior upper surface of the wing. Inone embodiment, the fasteners are formed from a relatively softmaterial, such as Teflon, and the pivotable portion is formed from arelatively harder material, such as aluminum.

The body 6362 is fixedly attached to the appropriate saddle side bracketvia suitable fasteners (not shown for clarity) such that the trailingedge engaging surface 6362 a and the pivotable portion 6364 extend belowthe body 6362.

In operation, the operator attaches the hub module 100 to the fixed-wingaircraft 30 by: (1) operating the front engager servo motor 6345 (eithermanually or remotely via the R/C controller) to rotate the front engager6320 to the release rotational position; (2) inserting the trailingedges of the wings of the fixed-wing aircraft 30 into the trailing edgereceiving channels 6364 a of the pivotable portions 6364 of the rearengagers 6360; (3) positioning the saddle 300 relative to the fixed-wingaircraft 30 such that the leading edge engaging surfaces 6323 b and 6326b of the front engager 6320 are adjacent the leading edges of the wingsof the fixed-wing aircraft 30; (4) operating the front engager servomotor 6345 (either manually or remotely via the R/C controller) torotate the front engager 6320 to the attached rotational position suchthat the leading edge engaging surfaces 6323 b and 6326 b of the frontengager 6320 contact the leading edges of the wings of the fixed-wingaircraft 30; and (5) operating the lock servo motor 6341 (eithermanually or remotely via the R/C controller) to rotate the lock arm 6346a into the front engager rotation-preventing rotational position so thelocking extension 6346 a on the end of the lock arm 6346 engages thefront engager arm lock device 6342 a of the front engager arm 6342.

At this point the fixed-wing aircraft 30 is attached to the saddle 300(and the aircraft-launch apparatus 10) because the front engager 6320and the rear engagers 6360 engage the wings of the fixed-wing aircraft30 therebetween. The pivotable portions 6364 of the rear engagers 6360are rotationally positioned relative to the bodies 6362 of the rearengagers 6360 such that the trailing-edge engaging surfaces 6362 a arenot within the trailing-edge receiving channels of the pivotableportions 6364. The positioning of the servo spacer 6344 b and the factthat the locking extension 6346 a is engaged to the front engager armlock device 6342 a of the front engager arm 6342 ensure the frontengager servo motor 6345 cannot rotate the front engager 6320 from theattached rotational position to the release rotational position. Thisprevents undesired release of the fixed-wing aircraft 30 from the saddle300 (and the aircraft-launch apparatus 10).

Releasing the fixed-wing aircraft 30 from the saddle 300 while theaircraft-launch apparatus 10 is airborne is a two-step process shown inFIGS. 3P and 3Q. To release the fixed-wing aircraft 30 from the saddle300 (and the aircraft-launch apparatus 10), the operator first remotelycontrols the lock servo motor 6341 (via the R/C controller) to rotatethe lock arm 6346 into the front engager rotation-enabling rotationalposition, as shown in FIG. 3P. Second, the operator remotely controlsthe front engager servo motor 6345 (via the R/C controller) to rotatethe front engager 6320 from the attached rotational position to therelease rotational position, as shown in FIG. 3Q. As the front engagerservo motor 6345 rotates the front engager 6320 from the attachedrotational position to the release rotational position, the first andsecond leading edge engaging surfaces 6323 b and 6326 b of the frontengager 6320 rotate away from and begin to lose contact with the leadingedge of the wing of the fixed-wing aircraft 30. As the front engager6320 continues to rotate clear of the wings of the fixed-wing aircraft30, the pivotable portions 6364 of the rear engagers 6360 enable thefixed-wing aircraft 30 to freely pivot relative to the saddle basebracket 6310, the first and second saddle side brackets 6312 and 6314,and the bodies 6362 of the rear engagers 6360 as gravity pulls thefixed-wing aircraft 30 downward. The center of gravity of the fixed-wingaircraft 30 is positioned forward of the rear engagers. As this occurs,the trailing edge engaging surfaces 6362 a of the bodies 6362 of therear engagers 6360 gradually enter the trailing-edge receiving channelsof the pivotable portions 6364. As this occurs, the trailing-edgeengaging surfaces 6362 a contact the trailing edge of the wings andforce them out of the trailing edge receiving channels, thus releasingthe fixed-wing aircraft 30 from the saddle 300 (and the aircraft-launchapparatus 10) into free flight.

As the fixed-wing aircraft 30 rotates downward, its empennage risesrelative to the aircraft-launch apparatus 10 as the nose of thefixed-wing aircraft 30 drops. The rear engagers are configured such thatthe trailing edges of the wings of the fixed-wing aircraft 30 are forcedout of the trailing edge receiving channels before the empennage of thefixed-wing aircraft 30 contacts the aircraft-launch apparatus 10.

As noted above, this embodiment of the saddle 300 may be sized, shaped,arranged, and otherwise configured to attach to and release any suitablefixed-wing aircraft by clamping its wings between front and rearengagers. An operator could—without changing any other components of theaircraft-launch apparatus 10—swap out one saddle base bracket, frontengager, and rear engager combination (or the entire saddle includingthose components) configured for one type of aircraft with anothersaddle base bracket, front engager, and rear engager combination (or theentire saddle including those components) configured for a differenttype of aircraft. This adds yet another layer of modularity to theaircraft-launch apparatus 10 and enables it to carry many differenttypes of fixed-wing aircraft without requiring any modification of thosefixed-wing aircraft.

In other embodiments, the saddle may be the saddle described in U.S.Patent Application Publication No. 2017/0158318, the entire contents ofwhich are incorporated herein by reference. That saddle is configured toattach to the fixed-wing aircraft 30 via a hook of the fixed-wingaircraft 30 (or any other fixed-wing aircraft including a suitablehook).

The arm modules 400 a to 400 d are mechanically attachable to andmechanically lockable to the hub module 200 and include lockingassemblies that lock the arm modules 400 a to 400 d to the hub module100. FIGS. 3R-3V show the first arm module 400 a and components thereof.The other arm modules 400 b, 400 c, and 400 d are similar to the firstarm module 400 a and are therefore not separately shown or described.

As best shown in FIG. 3R, the first arm module 400 a includes agenerally rectangular elongated tubular arm 410 a, a generallyrectangular tubular first arm extension 410 b, a generally rectangularsecond arm extension 410 c, a locking assembly 420, and a male blindmate connector 431.

The first arm extension 410 b is attached to the arm 410 a such thatpart of the first arm extension 410 b is disposed within the arm 410 aand the remainder of the first arm extension 410 b extends from the arm410 a. Similarly, the second arm extension 410 c is attached to the arm410 a such that part of the second arm extension 410 c is disposed within the arm 410 a and the remainder of the arm extension 410 c extendsfrom the arm 410 a. The locking assembly 420 is attached to theunderside of the arm 410 a near the end of the arm 410 a from which thefirst arm extension 410 b extends. The male blind mate connector 431 isattached to the end of the arm 410 a from which the arm extension 410 bextends.

As best shown in FIGS. 3T-3V, the male blind mate connector 431—alongwith its counterpart female blind mate connector 231 a of the hub module100—facilitate mechanical attachment of the first arm module 400 a tothe hub module 100. The male blind mate connector 431 includes aplurality of pins 431 a configured to mate with the pin receptacles ofthe female blind mate connector 231 a.

To attach the first arm module 400 a to the hub module 100, an operatorinserts the arm extension 410 b into the first arm module receivingsocket 214 a of the hub module 100 and slides the first arm module 400 atoward the hub module 100 with enough force to mate the pins of the maleblind mate connector 431 with the pin receptacles of the female blindmate connector 231 a of the hub module 100.

As best shown in FIGS. 3S-3V, the locking assembly 420 includes adrawcatch 420 a and a drawcatch lock 420 b that facilitate attaching thefirst arm module 400 a to the hub module 100, lock the first arm module400 a to the hub module 100, and facilitate detaching the first armmodule 400 a from the hub module 100.

As best shown in FIG. 3S, the drawcatch 420 a includes a base 421, alever 422, a claw 423, a first fastener 424 (such as a clevis pin orother suitable fastener), and a second fastener 425 (such as a clevispin or other suitable fastener). The drawcatch lock 420 b includes abase 426, a lock/release device 427 having a locking shelf 427 a, a pin428 (or other suitable connector), and a compression spring 429 (orother suitable biasing element).

The base 421 is attached to the underside of the arm 410 a. The lever422 is pivotably connected at one end to the base 421 via the firstfastener 424. The other end of the lever 422 includes a handle 422 a.The claw 423 is pivotably connected at one end to the lever 422 via thesecond fastener 425. The other end of the claw includes a latch plateengager 423 a.

The base 426 is attached to the underside of the arm 410 a. Thelock/release device 427 is pivotably connected to the base 426 via thepin 428. The compression spring 429 is disposed between the base 426 andthe lock/release device 427 and retained in place via cavities and/orprojections defined in or extending from these components (not shown).

The lock/release device 427 is rotatable about the pin 428 from a lockrotational position to a release rotational position. The compressionspring 429 biases the lock/release device 427 to the lock rotationalposition. To rotate the lock/release device 427 from the lock rotationalposition to the release rotational position, the operator pushes thelock/release device 427 inward with enough force to overcome thespring-biasing force and compress the compression spring 429.

The operator uses the locking assembly 420 to lock the male blind mateconnector 431 with the female blind mate connector 231 a as follows. Theoperator rotates the handle 422 a of the lever 422 around the firstfastener 424 toward the latch plate 237 on the hollow support 210 a ofthe hub module 100 and engages the claw engager 238 of the latch plate237 with the latch plate engager 423 a of the claw 423. The operatorthen rotates the handle 422 a around the first fastener 424 and towardthe lock/release device 427 until the handle 422 a contacts thelock/release device 427. Continued rotation of the lever 422 forces thelock/release device 427 inward, which overcomes the spring-biasing forceand begins compressing the compression spring 429. This causes thelock/release device 427 to being rotating to the release rotationalposition. Once the handle 422 rotates past the locking shelf 427 a, thespring-biasing force of the compression spring 429 causes thelock/release device 427 to rotate back to the lock rotational position.At this point, the locking shelf 427 a prevents the handle 422 fromrotating back toward the latch plate 237, and the first arm module 400 aand the hub module 100 are locked together.

As shown in FIGS. 3T-3V, the operator reverses this process to unlockthe first arm module 400 a from the hub module 100. The operator pushesthe lock/release device 427 inward with enough force to overcome thespring-biasing force and to compress the compression spring 429, whichcauses the lock/release device 427 to rotate to the release rotationalposition. This frees the handle 422 a to rotate. Once the handle 422 arotates past the locking shelf 427 a, the operator rotates the handle422 a of the lever 422 around the first fastener 424 toward the latchplate 237 and disengages the latch plate engager 423 a of the claw 423from the claw engager 238 of the latch plate 237.

At this point, the operator can either physically pull the first armmodule 400 a and the hub module 100 apart to separate the male andfemale blind mate connectors 431 and 231 a or use the locking assembly420 to aid in detachment. When using the locking assembly 420 to aid indetachment, as shown in FIG. 3U, after disengaging the latch plateengager 423 a from the claw engager 238, the operator continues rotatingthe handle 422 a toward the latch plate 237 until the latch plateengager 423 a contacts the backstop 239 of the latch plate 237.Afterward, continued rotation of the handle 422 a toward the latch plate237 causes the latch plate engager 423 a to impose a pushing forceagainst the backstop 239, which forces the first arm module 400 a andthe hub module 100 apart.

FIG. 3W shows the first front landing gear module 600 a. The frontlanding gear modules (along with the rear landing gear modules,described below) support the aircraft-launch apparatus 10 when assembledbut not flying, and facilitate launch and landing of the aircraft-launchapparatus 10 without damaging the aircraft-launch apparatus 10. Thesecond front landing gear module 600 b is similar to the first frontlanding gear module 600 a and is therefore not separately shown ordescribed.

The first front landing gear module 600 a includes a base 640 a, agenerally cylindrical leg 620 a attached to and extending from the base640 a, and a generally rectangular tubular arm module receiving arm 610a attached to and extending from the base 640 a. The leg 620 aterminates in a generally semicircular foot 630 a. The arm modulereceiving arm 610 a defines an arm module receiving socket (not labeled)sized to receive the first arm module 400 a.

The operator attaches the first front landing gear module 600 a to thefirst arm module 400 a by inserting the free end of the second armextension 410 c into the arm module receiving socket of the arm modulereceiving arm 610 a of the first front landing gear module 600 a. Theoperator then locks these two modules together, such as via suitablefasteners.

FIG. 3X shows the first rear landing gear module 600 c. The rear landinggear modules (along with the front landing gear modules, describedabove) support the aircraft-launch apparatus 10 when assembled but notflying, and facilitate launch and landing of the aircraft-launchapparatus 10 without damaging the aircraft-launch apparatus 10. The rearlanding gear modules are shaped such that they act as verticalstabilizers (or fins) during flight, ensuring that the front of theaircraft-launch apparatus 10 (and the nose of the fixed-wing aircraft30, if attached thereto) points generally into the airflow when inflight. The second rear landing gear module 600 d is similar to thefirst rear landing gear module 600 c and is therefore not separatelyshown or described.

The first rear landing gear module 600 c includes a body 670 c having agenerally triangular cross-section that tapers from front to back. Thebody 670 c transitions at its bottom into a generally circular foot 680c. A generally rectangular tubular arm module receiving arm 690 c isattached to and extends through the body 670 c.

The operator attaches the first rear landing gear module 600 c to thethird arm module 400 c by inserting the free end of the third armextension into the arm module receiving socket of the arm modulereceiving arm 690 a of the first rear landing gear module 600 c. Theoperator then locks these two modules together, such as via suitablefasteners.

Once attached, the rear landing gear modules are oriented such that theside surfaces of the bodies of the rear landing gear modules aresubstantially aligned with the saddle side brackets 612 and 614 of thesaddle 300. When the fixed-wing aircraft 30 is attached to theaircraft-launch apparatus 10, these side surfaces of the rear landinggear modules are substantially parallel to a plane containing the rollaxis of the fuselage of the fixed-wing aircraft 30. The relatively longlength of these side surfaces of the rear landing gear modules cause therear landing gear module to act as fins in flight. This weather vaneeffect ensures that the nose of the fixed-wing aircraft 30 is orientedinto the airflow when airborne.

One or more operators may use the components of the aircraft launchsystem to launch the fixed-wing aircraft 30 into free, wing-borneflight. A single operator is referred to below for brevity and clarity.

To prepare for launch, the operator attaches the first and secondwinches 1110 and 1120 to suitable areas of the ship S in a suitablemanner. In this example embodiment, the first winch 1110 is attachedbelow the deck of the ship S while the second winch 1120 is attached tothe deck of the ship S via mounting brackets and fasteners (not shown).The operator attaches one end of the first flexible member 1110 a to thedrum of the first winch 1110 and controls the first winch 1110 toretract most of the first flexible member 1110 a. Similarly, theoperator attaches one end of the second flexible member 1120 a to thedrum of the second winch 1120 and controls the second winch 1120 toretract most of the second flexible member 1120 a.

The operator attaches the free end of the first flexible member 1110 ato the left and right bridle sets of the parasail P. This attaches theparasail P to the first winch 1110. The operator also attaches theballast B to the left and right bridle sets of the parasail P such thatthe mass of the ballast B is distributed between the left and rightbridle sets of the parasail P. The operator may decide to bias theballast to force the parasail to fly off to the left or right side ofthe ship.

In certain situations, the ship S may already be equipped with the firstwinch, the first flexible member, the parasail, and/or the ballast. Inthese situations, the operator need not take the above-described steps,and instead leverages the equipment already on the moving object (alongwith the additional components described above) to launch the fixed-wingaircraft into free, wing-borne flight.

The operator positions the fixed-wing aircraft 30 on the deck, such ason a launch-assist structure that can be removably attached to the deckand that retains the fixed-wing aircraft in a desired orientation. Theoperator attaches the hub module 100 of the aircraft-launch apparatus 10to the fixed-wing aircraft 30 by: (1) operating the front engager servomotor 6341 (either manually or remotely via the R/C controller) torotate the front engager 6320 to the release rotational position; (2)inserting the trailing edges of the wings of the fixed-wing aircraft 30into the trailing edge receiving channels 6364 a of the pivotableportions 6364 of the rear engagers 6360; (3) positioning the saddle 300relative to the fixed-wing aircraft 30 such that the leading edgeengaging surfaces 6323 b and 6326 b of the front engager 6320 areadjacent the leading edges of the wings of the fixed-wing aircraft 30;(4) operating the front engager servo motor 6341 (either manually orremotely via the R/C controller) to rotate the front engager 6320 to theattached rotational position such that the leading edge engagingsurfaces 6323 b and 6326 b of the front engager 6320 contact the leadingedges of the wings of the fixed-wing aircraft 30; and (5) operating thelock servo motor 6345 (either manually or remotely via the R/Ccontroller) to rotate the lock arm 6346 a into the front engagerrotation-preventing rotational position so the locking extension 6346 aon the end of the lock arm 6346 engages the front engager arm lockdevice 6342 a of the front engager arm 6342.

In some example embodiments, the rear engager may be linked to the frontengager, such that the rear engager disengages the trailing edge wingroot as the front engager releases the leading edge wing root. This isillustrated in FIGS. 3CC and 3DD. The rear engager 350 is linked to thefront engager 352 by a linking mechanism 354, such that when the frontengager 352 releases, the rear engager 350 also releases. The releaseprocess is shown in FIG. 3DD.

The use of the linking mechanism may allow both the front engager 352and rear engager 350 to be actuated, causing an engaged aircraft to haveno more coupling to the hub. Other embodiments may include a “center ofgravity hook” or other component of the aircraft that is used to couplethe aircraft to the hub. However by using the linking mechanism tocontrol both the front engager and rear engager, the hook is no longerneeded. Removal of the hook can remove drag and weight from theaircraft, and allow any fixed-wing aircraft of suitable size to becoupled to the hub and released.

In some examples, the front engager may be actuated and thereby causethe rear engager to actuate via the linking mechanism. In this case, theaircraft may only actuate the front engager, and may not have a separateactuator for the rear engager. In other examples, both the front engagerand the rear engager may have separate actuators configured to move themindividually. Still further, in some examples the rear engager may becoupled to an actuator that causes it to move, and via the linkingmechanism, may cause the front engager to move as well.

At this point the fixed-wing aircraft 30 is attached to the saddle 300because the front engager 6320 and the rear engagers 6360 engage thewings of the fixed-wing aircraft 30 therebetween. The pivotable portions6364 of the rear engagers 6360 are rotationally positioned relative tothe bodies 6362 of the rear engagers 6360 such that the trailing-edgeengaging surfaces 6362 a are not within the trailing-edge receivingchannels of the pivotable portions 6364. The positioning of the servospacer 6344 b and the fact that the locking extension 6346 a is engagedto the front engager arm lock device 6342 a of the front engager arm6342 ensure the front engager servo motor 6341 cannot rotate the frontengager 6320 from the attached rotational position to the releaserotational position. This prevents undesired release of the fixed-wingaircraft 30 from the saddle 300 (and the aircraft-launch apparatus 10).

After the hub module 100 is attached to the fixed-wing aircraft 30, theoperator attaches the front and rear landing gear modules 600 a to 600 dto their respective arm modules 400 a to 400 d and attaches and locksthe arm modules 400 a to 400 d to the hub module 100 to completeassembly of the aircraft-launch apparatus 10.

The operator starts up the engine of the fixed-wing aircraft 30, andcontrols the ship S to head into the wind and maintain this coursethroughout the launch process.

The operator opens the parasail P and controls the first winch 1110 topayout the first flexible member 1110 a until the parasail P reaches astable flying height. At this point in this example embodiment, about50-100 feet of the first flexible member 1110 a extend between the firstwinch 1110 and the parasail P. As shown in FIG. 1A, the operatorattaches the first flexible member attachment device 1112 (and itsattached one-way pulley 1114) to the first flexible member 1110 a firstdistance from the parasail P. In this example embodiment, the firstdistance is about 50-100 feet, though it may be any suitable distance inother embodiments. After attachment, the first flexible memberattachment device 1112 is movable along the first flexible member 1110toward the parasail P but not in the opposite direction.

The operator feeds the free end of the second flexible member 1120 athrough a guide loop (not labeled) on a mast M of the ship S, wraps thesecond flexible member 1120 a around the wheel of the pulley 1114, andattaches the free end of the second flexible member 1120 a to thesnag-prevention member 299 of the aircraft-launch apparatus 10. Thisattaches the aircraft-launch apparatus 10 to the second winch 1120 andthe first flexible member 1110 a to the second flexible member 1120 a.The operator controls the second winch 1120 to retract the secondflexible member 1120 a and remove any slack in the second flexiblemember 1120 a, which draws the pulley 1114 and the snag-preventionmember 299 together. Once the slack is removed and the snag-preventionmember 299 is at or near the pulley 1114, the operator controls thesecond winch 1120 to maintain enough tension in the second flexiblemember 1120 a to retain the snag-prevention member 299 (and thereforethe aircraft-launch apparatus 10) at or near the pulley 1114.

As shown in FIG. 1B, the operator controls the first and second winches1110 and 1120 such that the first and second flexible members 1110 a and1120 a are respectively paid out from the first and second winches 1110and 1120. More specifically, in this example embodiment, the operatorcontrols: (1) the first winch 1110 to actively payout the first flexiblemember 1110 a; and (2) the second winch 1120 to maintain sufficienttension in the second flexible member 1120 a to retain theaircraft-launch apparatus 10 at or near the pulley 1114. As the firstwinch 1110 pays out the first flexible member 1110 a, it causes thesecond winch 1120 to backdrive and payout the second flexible member1120 a (since they're connected via the first flexible capture memberattachment device 1112) while retaining the aircraft-launch apparatus 10at or near the pulley 1114 (since the second winch 1120 maintainssufficient tension in the second flexible member 1120 a and the wheel ofthe pulley 1114 resists lowering of the aircraft-launch apparatus 10).In other embodiments, the operator simultaneously controls the first andsecond winches to actively payout the first and second flexible members,respectively, rather than relying on the first winch causing the secondwinch to backdrive to payout the second flexible member.

As the first and second flexible members 1110 a and 1120 b are paid outfrom the respective first and second winches 1110 and 1120, the parasailP ascends via the wind and the continued motion of the ship S and liftsthe aircraft-launch apparatus 10 and the attached fixed-wing aircraft 30off of the deck of the ship S. Once the aircraft-launch apparatus 10 andthe attached fixed-wing aircraft 30 are airborne, as the ship S travelsinto the wind, the rear landing gear of the aircraft-launch apparatus 10act as vertical stabilizers (or fins) that ensure that the front of theaircraft-launch apparatus 10 and the nose of the attached fixed-wingaircraft 30 point generally into the wind.

The operator controls the first and second winches 1110 and 1120 to stoppaying out the first and second flexible members 1110 a and 1120 a,respectively, once about 700 feet (or any other suitable amount) of thefirst flexible member 1110 a extend between the first winch 1110 and theparasail P. More specifically, in this example embodiment, the operatorcontrols the first winch 1110 to stop actively paying out the firstflexible member 1110 a once about 700 feet of the first flexible member1110 a extend between the first winch and the parasail P. This stops thefirst flexible member 1110 a from causing the second winch 1120 tobackdrive to pay out the second flexible member 1120 a.

As shown in FIG. 1C, at this point the operator controls the secondwinch 1120 to payout the second flexible member 1120 a such that gravitypulls the aircraft-launch apparatus 10 and attached fixed-wing aircraft30 downward relative to the first flexible member 1110 a, the firstflexible member attachment device 1112, and the pulley 1114. While thepulley 1114 resists descent of the aircraft-launch apparatus 10 relativeto the pulley 1114 (e.g., where pulley 1114 is a one-way pulley), theaircraft-launch apparatus 10 is heavy enough such that gravity overcomesthis resistive force. The operator controls the second winch 1120 tostop paying out the second flexible member 1120 a once about 100 feet(or any suitable amount) of the second flexible member extends betweenthe pulley 1114 and the aircraft-launch apparatus 10. This provides abuffer area between the fixed-wing aircraft 30 and the first flexiblemember 1110 a that reduces the likelihood of the fixed-wing aircraft 30contacting the first flexible member 1110 a after release.

If the aircraft is not heavy enough to overcome sliding friction of thepulley 1114 where pulley 1114 is a one-way pulley, a two way pulley maybe used in its place.

The operator then controls the aircraft-launch apparatus 10 to releasethe fixed-wing aircraft 30 from the saddle 300, as shown in FIG. 1D.Releasing the fixed-wing aircraft 30 from the saddle 300 is a two-stepprocess. To release the fixed-wing aircraft 30 from the saddle 300 (andthe aircraft-launch apparatus 10), the operator first remotely controlsthe lock servo motor 6345 (via the R/C controller) to rotate the lockarm 6346 into the front engager rotation-enabling rotational position.Second, the operator remotely controls the front engager servo motor6341 (via the R/C controller) to rotate the front engager 6320 from theattached rotational position to the release rotational position. As thefront engager servo motor 6341 rotates the front engager 6320 from theattached rotational position to the release rotational position, thefirst and second leading edge engaging surfaces 6323 b and 6326 b of thefront engager 6320 rotate away from and begin to lose contact with theleading edge of the wing of the fixed-wing aircraft 30. As the frontengager 6320 continues to rotate clear of the wings of the fixed-wingaircraft 30, the pivotable portions 6364 of the rear engagers 6360enable the fixed-wing aircraft 30 to freely pivot relative to the saddlebase bracket 6310, the first and second saddle side brackets 6312 and6314, and the bodies 6362 of the rear engagers 6360 as gravity pulls thenose of the fixed-wing aircraft 30 downward. As this occurs, thetrailing edge engaging surfaces 6362 a of the bodies 6362 of the rearengagers 6360 gradually enter the trailing-edge receiving channels ofthe pivotable portions 6364. As this occurs, the trailing-edge engagingsurfaces 6362 a contact the trailing edge of the wings and force themout of the trailing edge receiving channels, thus releasing thefixed-wing aircraft 30 from the saddle 300 (and the aircraft-launchapparatus) into free, wing-borne flight.

After the fixed-wing aircraft 30 is released into free, wing-borneflight, the operator controls the second winch 1120 to retract thesecond flexible member 1120 a such that the aircraft-launch apparatus 10(and attached fixed-wing aircraft 30) ascends back toward the firstflexible member 1110 a, the first flexible member attachment device1112, and the one-way pulley 1114. The operator controls the secondwinch 1120 such that the second flexible member 1120 a stops retractingonce the aircraft-launch apparatus 10 reaches the pulley 1114, yetmaintains enough tension in the second flexible member 1120 a to retainthe aircraft-launch apparatus 10 at or near the pulley 1114.

The operator then controls the first and second winches 1110 and 1120 torespectively retract the first and second flexible members 1110 a and1120 a until the aircraft-launch apparatus 10 reaches the deck of theship S, at which point the operator controls the winches to stopretracting. At this point, deck hands secure the aircraft-launchapparatus 10 and detach the first flexible member attachment device 1112from the first flexible member 1110 a, which disconnects the firstflexible member 1110 a from the second flexible member 1120 a. The deckhands disassemble and stow the aircraft-launch apparatus 10. Theoperator controls the first winch 1110 to retract the remainder of thefirst flexible member 1110 a such that the deck hands can collapse andstow the parasail P and the ballast B.

In certain embodiments, the launch system includes a compliantstructure, such as a trampoline, to aid in the launch process. In theseembodiments, the compliant structure is erected over part of the deck ofthe ship (or other moving object), and the fixed-wing aircraft 30 ispositioned on the compliant structure before (or after) theaircraft-launch apparatus 10 is attached to the fixed-wing aircraft 30.The compliant structure acts as a damper that dampens forces that wouldotherwise be exerted on the aircraft-launch apparatus 10 and thefixed-wing aircraft 30 to be damaged as the ship S moves (especially inrough seas), which reduces the potential for damage to theseapparatuses.

In other embodiments in which the saddle is that described in U.S.Patent Application Publication No. 2017/0158318, the fixed-wing aircraftlaunch method incorporates the procedure for releasing the fixed-wingaircraft from the saddle described in U.S. Patent ApplicationPublication No. 2017/0158318.

FIGS. 3Y and 3Z show an example aircraft launch apparatus 310 and ahoist 320. Aircraft launch apparatus 310 may be similar or identical toaircraft launch apparatus 10 described above. Aircraft launch apparatus310 is described in more detail below with respect to FIG. 3Z.

FIG. 3Y shows the aircraft launch apparatus 310 and a hoist 320. Thehoist 320 may be similar or identical in some respects to the hoistdescribed with respect to FIGS. 6A-G and 7A-B below. In particular, thehoist 320 may include a winch or other mechanism configured to extendand/or retract a flexible member attached to the aircraft launchapparatus 310. The flexible member may include a suitable rope or othersimilar flexible element.

The hoist 320 also includes a suitable device configured to removablyattach to a first flexible member attached to a parasail to raise thehoist into the air. This is described in further detail with respect toFIGS. 6A-G and 7A-B.

FIG. 3Z illustrates an enlarged view of the aircraft launch apparatus310. Launch apparatus 310 may include a hub base 312 and a saddle 314.The hub base 312 may be similar or identical to the hub base 200described herein. Further, the saddle 314 may be similar or identical tothe saddle 300 described elsewhere within this disclosure. Inparticular, a release mechanism of the saddle 314 may be similar oridentical to a release mechanism of the saddle 300 described elsewhere.

The launch apparatus 310 may also include one or more trailing members316. These may be referred to as tail feathers, and may serve tomaintain an orientation or direction of the launch apparatus 310. Thetrailing members 316 may operate in a manner similar to the rear landinggear modules 600 c and 600 d described herein, specifically bymaintaining the direction/orientation of the launch apparatus. Notably,however, the launch apparatus 310 may not include landing gear or othermembers configured to extend below an attached aircraft in order totouch down or land on a ship (such as landing gear modules 600 a-ddescribed with respect to FIG. 3C).

FIG. 3AA illustrates the launch apparatus 310 having an aircraftattached to the saddle 314.

FIG. 3BB illustrates an example embodiment wherein a launch cradle 340is in an operating position and a stowed position. The launch cradle 340may be configured to carry or hold an aircraft, removing the need forlanding gear or other members to hold the aircraft prior to and after itis released and/or captured. The launch cradle 340 may be configured torotate between the operating position generally horizontal to the deckof the ship, and the stowed position wherein the cradle 340 is verticalto the deck of the ship. This can allow for a reduced footprint on theship.

FIG. 3BB also illustrates an example position of the storage device 330of FIG. 3Y on the ship. The storage device 330 of FIG. 3BB may beconfigured to store the aircraft launch apparatus 310, the hoist 320,and/or one or more other components or devices described herein such asflexible members, aircraft components, hoists, winches, etc. The storagedevice 330 may be configured to fit onto a ship, such as those describedherein.

1.2 Parasail-Assisted Fixed-Wing ASircraft Retrieval System and Method

FIGS. 2A-2D are diagrammatic views showing one example parasail-assistedfixed-wing aircraft retrieval system and method of the presentdisclosure. In this example embodiment, the aircraft retrieval systemincludes the parasail P, the ballast B, the first winch 1110, the firstflexible member 1110 a, the first flexible member attachment device1112, the one-way pulley 1114, the second winch 1120, the secondflexible member 1120 a, a drag-producing device 1130, a retrievalflexible member 1140, and a GPS receiver 1150.

The parasail P, the ballast B, the first winch 1110, the first flexiblemember 1110 a, the first flexible member attachment device 1112, theone-way pulley 1114, the second winch 1120, and the second flexiblemember 1120 a are described above.

The retrieval flexible member 1140 is a suitable rope or other similarflexible element.

The drag-producing device 1130 is a suitable device configured toproduce drag when being pulled through the air. In this exampleembodiment, the drag-producing device includes a parachute.

The global positioning system (GPS) receiver 1150 is communicativelyconnectable with (such as via a suitable wireless protocol) GPSsatellites (not shown), as is known in the art. The GPS receiver 1150 isconfigured to receive signals from one or more of the GPS satellites, todetermine the multicopter's location using those signals, and totransmit signals representing the multicopter's location to a suitableexternal device 1151. In this example embodiment, the GPS receiver 1150is removably connectable to the retrieval flexible member 1140 in anysuitable manner and is used to communicate the position of the retrievalflexible member to the control system of the fixed-wing aircraft 30 toenable retrieval (as described in detail below).

To prepare for retrieval, the operator controls the first winch 1110 toretract most of the first flexible member 1110 a and controls the secondwinch to retract most of the second flexible member 1120 a. The operatorattaches the free end of the first flexible member 1110 a to the leftand right bridle sets of the parasail P. This attaches the parasail P tothe first winch 1110. The operator also attaches the ballast B to theleft and right bridle sets of the parasail P such that the mass of theballast B is generally evenly distributed between the left and rightbridle sets of the parasail P.

In certain situations, the ship may already be equipped with the firstwinch, the first flexible member, the first parasail, and/or theballast. In these situations, the operator need not take theabove-described steps, and instead leverages the equipment already onthe moving object (along with the additional components described above)to retrieve the fixed-wing aircraft from free, wing-borne flight.

The operator controls the ship S to head into the wind and maintain thiscourse throughout the retrieval process. The operator opens the parasailP and controls the first winch 1110 to payout the first flexible member1110 a until the parasail P reaches a stable flying height, as shown inFIG. 2A. At this point in this example embodiment, about 50-100 feet ofthe first flexible member 1110 a extend between the first winch 1110 andthe parasail P. The operator then fixedly attaches the first flexiblemember attachment device 1112 (and its attached pulley 1114) to thefirst flexible member 1110 the first distance from the parasail P. Inthis example embodiment, the first distance is about 50-100 feet, thoughit may be any suitable distance in other embodiments. After attachment,the first flexible member attachment device 1112 is movable along thefirst flexible member 1110 toward the parasail P but not in the oppositedirection.

The operator wraps the second flexible member 1020 a around the wheel ofthe pulley 1114 and attaches it to a free end of the retrieval flexiblemember 1140, as shown in FIG. 2A. This attaches the first flexiblemember 1110 a to the second flexible member 1120 a and the retrievalflexible member 1140. The remainder of the retrieval flexible member1140 is stored in a container C on the deck at this point. The operatorattaches the drag-producing device 1130 to the second flexible member1120 a near its attachment point to the retrieval flexible member 2110c. The operator attaches the GPS receiver 1150 to the second flexiblemember 1120 a between the pulley 1114 and the drag-producing device1130. The operator controls the second winch 1120 to retract the secondflexible member 1120 a and remove any slack in the second flexiblemember 1120 a, which draws the pulley 1114 and the GPS receiver 1150toward one another. Once the slack is removed and the GPS receiver 1150is at or near the pulley 1114, the operator controls the second winch1120 to maintain enough tension in the second flexible member 1120 a toretain the GPS receiver 1150 at or near the pulley 1114.

The operator controls the first and second winches such that the firstand second flexible members 1110 a and 1120 a are respectively paid outfrom the first and second winches 1110 and 1120. More specifically, inthis example embodiment, the operator controls: (1) the first winch 1110to actively payout the first flexible member 1110 a; and (2) the secondwinch 1120 to maintain sufficient tension in the second flexible member1120 a to retain the GPS receiver 1150 at or near the pulley 1114. Asthe first winch 1110 pays out the first flexible member 1110 a, itcauses the second winch 1120 to backdrive and payout the second flexiblemember 1120 a (since they're connected via the first flexible capturemember attachment device 1112) while retaining the GPS receiver 1150 ator near the pulley 1114 (since the second winch 1120 maintainssufficient tension in the second flexible member 1120 a and theretrieval flexible member 1140), as shown in FIG. 2B. In otherembodiments, the operator simultaneously controls the first and secondwinches to payout the first and second flexible members, respectively,rather than relying on the first winch causing the second winch tobackdrive to payout the second flexible member.

As the first and second flexible members 1110 a and 1120 a are paid outfrom the respective first and second winches 1110 and 1120, the parasailP ascends via the wind and the continued motion of the ship S. Thiscauses the retrieval flexible member 1140 to be paid out of thecontainer C.

The operator controls the first and second winches 1110 and 1120 to stoppaying out the first and second flexible members 1110 a and 1120 a,respectively, once about 250 feet of the first flexible member extendbetween the first winch 1110 and the parasail P. More specifically, inthis example embodiment, the operator controls the first winch 1110 tostop actively paying out the first flexible member 1110 a once about 250feet (or any other suitable amount) of the first flexible member 1110 aextends between the first winch 1110 and the parasail P. This stops thefirst flexible member 1110 a from causing the second winch 1120 tobackdrive to pay out the second flexible member 1120 a.

At this point the operator controls the second winch 1120 to payout thesecond flexible member 1120 a to enable gravity to pull thedrag-producing device 1130 and the GPS receiver 1150 downward relativeto the first flexible member 1110 a, the first flexible memberattachment device 1112, and the pulley 1114, as shown in FIG. 2C. Asthis occurs, the drag-producing device 1130 begins producing drag viaits interaction with the air. Specifically, the drag-producing device1130 operates to straighten and tension the portion of the secondflexible member 1120 a extending between the pulley 1114 and thedrag-producing device 1130.

The operator controls the second winch 1120 to stop paying out thesecond flexible member 1120 a once about 100 feet of the second flexiblemember 1120 a extend between the pulley 1114 and the drag-producingdevice 1130.

As shown in FIG. 2D, using the GPS coordinates received from the GPSreceiver 1150, the operator controls the fixed-wing aircraft 30 tocontact and capture a portion of the second flexible member 1120 a in amanner similar to that described in U.S. Pat. No. 6,264,140, the entirecontents of which are incorporated herein by reference. After capture,the operator controls the second winch 1120 to retract the secondflexible member 1120 a such that the fixed-wing aircraft 30, thedrag-producing device 1130, and the GPS receiver 1150 ascend toward thefirst flexible member 1110 a, the first flexible member attachmentdevice 1112, and the pulley 1114. The operator controls the second winch1120 such that the second flexible member 1120 a stops retracting oncethe GPS receiver 1150 reaches the pulley 1114, yet maintains enoughtension in the second flexible member 1120 a to retain the GPS receiver1150 at the pulley 1114.

The operator then controls the first and second winches 1110 and 1120 torespectively retract the first and second flexible members 1110 a and1120 a until the fixed-wing aircraft 30 reaches the deck of the ship S,at which point the operator controls the winches to stop retracting. Atthis point, deck hands secure the fixed-wing aircraft 30 and detach thefirst flexible member attachment device 1112 from the first flexiblemember 1110 a, which disconnects the first flexible member 1110 a fromthe second flexible member 1120 a and the retrieval flexible member1130. The deck hands stow the fixed-wing aircraft 30. The operatorcontrols the first winch 1110 to retract the remainder of the firstflexible member 1110 a such that the deck hands can collapse and stowthe parasail P and the ballast B.

2. One-Winch Embodiment

2.1 Parasail-Assisted Fixed-Wing Aircraft Launch System and Method

FIGS. 4A-4E are diagrammatic views showing another exampleparasail-assisted fixed-wing aircraft launch system and method of thepresent disclosure. In this example embodiment, the aircraft launchsystem includes the parasail P, the ballast B, the aircraft-launchapparatus 10, the first winch 1110, the first flexible member 1110 a, asecond flexible member 2110 b, the first flexible member attachmentdevice 1112, the pulley 1114, a flexible member guide 2116, a secondflexible member attachment device 2118, and a feed-control device 2120.

The parasail P, the ballast B, the aircraft-launch apparatus 10, thefirst winch 1110, the first flexible member 1110 a, the first flexiblemember attachment device 1112, and the pulley 1114 are described above.

The second flexible member 2110 b is a suitable rope or other similarflexible element.

The second flexible member attachment device 2118 is a suitable deviceconfigured to removably attach to the first flexible member 1110 a. Inthis example embodiment, the second flexible member attachment device2118 includes an ascender that, once attached to the first flexiblemember 1110 a, can move along the first flexible member in one directionbut not the other. This enables the operator to easily reposition thesecond flexible member attachment device 2118 (in one direction) alongthe first flexible member 1110 a without removing the second flexiblemember attachment device 2118 from the first flexible member 1110 a. Inother embodiments, the second flexible member attachment device is notconfigured to move along the second flexible member once attached to thefirst flexible member. A rope grab is one example of such a device.

The feed-control device 2120, which is attached to the second flexiblemember attachment device 2118, is a suitable device configured toreceive a flexible member and to enable an operator to regulate whetherand at what rate the flexible member can pass therethrough. A belay isone example of a feed-control device.

The flexible member guide 2116 is attachable to the first flexiblemember 1110 a in any suitable manner and includes a guiding element—suchas a closed loop—sized and shaped such that the second flexible member2110 b can pass therethrough. Other embodiments of the aircraft launchsystem do not include the flexible member guide.

One or more operators may use the components of the aircraft launchsystem to launch the fixed-wing aircraft 30 into free, wing-borneflight. A single operator is referred to below for brevity and clarity.

To prepare for launch, the operator attaches the first winch 1110 to asuitable area of the ship S in a suitable manner. In this exampleembodiment, the first winch 1110 is attached below the deck of the shipS. The operator attaches one end of the first flexible member 1110 a tothe drum of the first winch 1110 and controls the first winch 1110 toretract most of the first flexible member 1110 a. The operator attachesthe free end of the first flexible member 1110 a to the left and rightbridle sets of the parasail P. This attaches the parasail P to the firstwinch 1110. The operator also attaches the ballast B to the left andright bridle sets of the parasail P such that the mass of the ballast Bis generally evenly distributed between the left and right bridle setsof the parasail P.

In certain situations, the ship S may already be equipped with the firstwinch, the first flexible member, the parasail, and/or the ballast. Inthese situations, the operator need not take the above-described steps,and instead leverages the equipment already on the moving object (alongwith the additional components described above) to launch the fixed-wingaircraft into free, wing-borne flight.

The operator positions the fixed-wing aircraft 30 on the deck, such ason a launch-assist structure (not shown) that can be removably attachedto the deck and that retains the fixed-wing aircraft 30 in a desiredlaunch orientation. The operator attaches the hub module 100 of theaircraft-launch apparatus 10 to the fixed-wing aircraft 30 by: (1)operating the front engager servo motor 6341 (either manually orremotely via the R/C controller) to rotate the front engager 6320 to therelease rotational position; (2) inserting the trailing edges of thewings of the fixed-wing aircraft 30 into the trailing edge receivingchannels 6364 a of the pivotable portions 6364 of the rear engagers6360; (3) positioning the saddle 300 relative to the fixed-wing aircraft30 such that the leading edge engaging surfaces 6323 b and 6326 b of thefront engager 6320 are adjacent the leading edges of the wings of thefixed-wing aircraft 30; (4) operating the front engager servo motor 6341(either manually or remotely via the R/C controller) to rotate the frontengager 6320 to the attached rotational position such that the leadingedge engaging surfaces 6323 b and 6326 b of the front engager 6320contact the leading edges of the wings of the fixed-wing aircraft 30;and (5) operating the lock servo motor 6345 (either manually or remotelyvia the R/C controller) to rotate the lock arm 6346 a into the frontengager rotation-preventing rotational position so the locking extension6346 a on the end of the lock arm 6346 engages the front engager armlock device 6342 a of the front engager arm 6342.

At this point the fixed-wing aircraft 30 is attached to the saddle 300because the front engager 6320 and the rear engagers 6360 engage thewings of the fixed-wing aircraft 30 therebetween. The pivotable portions6364 of the rear engagers 6360 are rotationally positioned relative tothe bodies 6362 of the rear engagers 6360 such that the trailing-edgeengaging surfaces 6362 a are not within the trailing-edge receivingchannels of the pivotable portions 6364. The positioning of the servospacer 6344 b and the fact that the locking extension 6346 a is engagedto the front engager arm lock device 6342 a of the front engager arm6342 ensure the front engager servo motor 6341 cannot rotate the frontengager 6320 from the attached rotational position to the releaserotational position. This prevents undesired release of the fixed-wingaircraft 30 from the saddle 300 (and the aircraft-launch apparatus 10).

After the hub module 100 is attached to the fixed-wing aircraft 30, theoperator attaches the front and rear landing gear modules 600 a to 600 dto their respective arm modules 400 a to 400 d and attaches and locksthe arm modules 400 a to 400 d to the hub module 100 to completeassembly of the aircraft-launch apparatus 10.

The operator starts up the engine of the fixed-wing aircraft 30 andcontrols the ship S to head into the wind and maintain this coursethroughout the launch process. The operator opens the parasail P andcontrols the first winch 1110 to payout the first flexible member 1110 auntil the parasail P reaches a stable flying height, as shown in FIG.4A. At this point in this example embodiment, about 50-100 feet of thefirst flexible member 1110 a extend between the first winch 1110 and theparasail P.

As shown in FIG. 4B, the operator attaches the first flexible memberattachment device 1112 (and its attached pulley 1114) to the firstflexible member 1110 a a first distance from the parasail P. In thisexample embodiment, the first distance is about 50-100 feet, though itmay be any suitable distance in other embodiments. The operator alsoattaches the second flexible member attachment device 2118 (and itsattached feed-control device 2020) to the first flexible member 1110 abetween the first winch 1110 and the first flexible member attachmentdevice 1112. The operator also attaches the flexible member guide 2116to the first flexible member 1110 a between the first and secondflexible member attachment devices 1112 and 2118, respectively.

After attachment: (1) the first flexible member attachment device 1112is movable along the first flexible member 1110 a toward the parasail Pbut not in the opposite direction; (2) the second flexible memberattachment device 2118 is movable along the first flexible member 1110 aaway from the parasail P but not in the opposite direction; and (3) theflexible member guide 2116 is not movable along the first flexiblemember 1110 a.

The operator feeds one end of the second flexible member 2110 b throughthe feed-control device 2120 and through the flexible member guide 2116,wraps the second flexible member 2110 b around the wheel of the pulley1114, and attaches the second flexible member 2110 b to thesnag-prevention member 299 of the aircraft-launch apparatus 10, as shownin FIG. 4B. This attaches the aircraft-launch apparatus 10 to the secondwinch 1120 and the first flexible member 1110 a to the second flexiblemember 2110 b. At this point, the remainder of the second flexiblemember 2110 b is stored in a container C on the deck.

While holding the feed-control device 2120, the operator controls thefirst winch 1110 to actively payout the first flexible member 1110 a. Asthat occurs: (1) the paid out first flexible member 1110 a travelsthrough the second flexible member attachment device 2118 (which is heldstationary relative to the ship S due to the operator holding thefeed-control device 2120), which enables the parasail P to ascend viathe wind and the continued motion of the ship S; and (2) the operatorsimultaneously controls the feed-control device 2120 to enable thesecond flexible member 2110 b to payout from the container C. Whiledoing so, the operator controls the feed-control device 2120 to maintainenough tension in the second flexible member 2110 b to overcome theforce of gravity and maintain the snag-prevention device 299 at or nearthe pulley 1114. As the parasail P ascends, it lifts the aircraft-launchapparatus 10 and the attached fixed-wing aircraft 30 off of the deck ofthe ship S (via the first flexible member attachment device 1112 and thepulley 1114). Once the aircraft-launch apparatus 10 and the attachedfixed-wing aircraft 30 are airborne, as the ship S travels into thewind, the rear landing gear of the aircraft-launch apparatus 10 act asvertical stabilizers (or fins) that ensure that the front of theaircraft-launch apparatus 10 and the nose of the attached fixed-wingaircraft 30 point generally into the wind.

The operator controls the first winch 1110 to stop actively paying outthe first flexible member 1110 a and controls the feed-control device2120 to stop enabling the second flexible member 2110 b to pay out ofthe container C once about 230 feet (or any other suitable amount) ofthe first flexible member 1110 a extend between the first flexiblemember attachment device 1112 and the second flexible member attachmentdevice 2118, as shown in FIG. 4C. The operator controls the feed-controldevice 2120 to enable gravity to pull the aircraft-launch apparatus 10and the attached fixed-wing aircraft 30 downward relative to the firstflexible member 1110 a, the first flexible member attachment device1112, and the pulley 1114, as shown in FIG. 4D. While the pulley 1114resists descent of the aircraft-launch apparatus 10 relative to thepulley 1114, the aircraft-launch apparatus 10 is heavy enough such thatgravity overcomes this resistive force. Once a stop device at the freeend of the second flexible member 2110 b engages the feed-control device2120, the aircraft-launch apparatus 10 has descended as far as it canrelative to the pulley 1114 (since the stop device cannot fit throughthe feed-control device 2120).

The operator controls the first winch 1110 to payout the first flexiblemember 1110 a until about 700 feet of the first flexible member 1110 aextend between the winch 1110 and the parasail P. The operator controlsthe aircraft-launch apparatus 10 to release the fixed-wing aircraft 30from the saddle 300, as shown in FIG. 4E and as explained above.

After the fixed-wing aircraft 30 is released into free, wing-borneflight, the operator controls the first winch 1110 to retract the firstflexible member 1110 a until the second flexible member attachmentdevice 2118 reaches the operator. The operator grasps the secondflexible member 2110 b and removes the second flexible member attachmentdevice 2118 from the first flexible member 1110 a. While holding thesecond flexible member 2110 b, the operator controls the first winch1110 to payout the first flexible member 1110 a such that the parasail Pascends. Once the snag-prevention member 299 reaches the one-way pulley,the operator controls the first winch 1110 to retract the first flexiblemember 1110 a. As this occurs, the operator maintains sufficient tensionin the second flexible member 2110 b to maintain the snag-preventiondevice 299 at or near the pulley 1114.

Once the aircraft-launch apparatus 10 reaches the deck of the ship S,the operator controls the first winch 1110 to stop retracting. At thispoint, deck hands secure the aircraft-launch apparatus 10 and detach thefirst flexible member attachment device 1112 from the first flexiblemember 1110 a, which disconnects the first flexible member 1110 a fromthe second flexible member 1120 a. The deck hands disassemble and stowthe aircraft-launch apparatus 10. The operator controls the first winch1110 to retract the remainder of the first flexible member 1110 a suchthat the deck hands can collapse and stow the parasail P and the ballastB.

In certain embodiments, the aircraft launch system includes a compliantstructure, such as a trampoline, to aid in the launch process. In theseembodiments, the compliant structure is erected over part of the deck ofthe ship (or other moving object), and the fixed-wing aircraft 30 ispositioned on the compliant structure before (or after) theaircraft-launch apparatus 10 is attached to the fixed-wing aircraft 30.The compliant structure acts as a damper that dampens forces that wouldotherwise be exerted on the aircraft-launch apparatus 10 and thefixed-wing aircraft 30 to be damaged as the ship S moves (especially inrough seas), which reduces the potential for damage to theseapparatuses.

In other embodiments in which the saddle is that described in U.S.Patent Application Publication No. 2017/0158318, the fixed-wing aircraftlaunch method incorporates the procedure for releasing the fixed-wingaircraft from the saddle described in U.S. Patent ApplicationPublication No. 2017/0158318.

In another embodiment, the aircraft launch system includes a receptacleattached to the pulley and a locking element attached to the end of thesecond flexible member near the aircraft launch apparatus. Thereceptacle is sized to receive the locking element and is configured toengage the locking element responsive to receiving the locking elementto retain the locking element therein. The receptacle is also configuredto release the locking element responsive to the operator tugging thesecond flexible member.

In operation, before controlling the first winch to payout the firstflexible capture member to enable the parasail to ascend, the operatorensures the locking element is received in the receptacle and that thereceptacle engages the locking element to retain the locking elementtherein. This ensures the aircraft launch apparatus is positioned nearthe pulley during this part of the launch process. Once the operatordesires the aircraft launch apparatus to descent, the operator tugs onthe second flexible member to cause the receptacle to disengage thelocking element, thereby causing the aircraft launch apparatus todescend. After release of the fixed-wing aircraft, the operator controlsthe second winch to retract the second flexible member until the lockingelement is received in the receptacle such that the receptacle retainsthe locking element therein.

2.2 Parasail-Assisted Fixed-Wing Aircraft Retrieval System and Method

FIGS. 5A-5E are diagrammatic views showing another exampleparasail-assisted fixed-wing aircraft retrieval system and method of thepresent disclosure. In this example embodiment, the aircraft retrievalsystem includes the parasail P, the ballast B, the first winch 1110, thefirst flexible member 1110 a, the second flexible member 2110 b, a thirdflexible member 2110 c, the first flexible member attachment device1112, the pulley 1114, the second flexible member attachment device2118, the feed-control device 2120, the drag-producing device 1130, andthe GPS receiver 1150. These components are described above.

To prepare for retrieval, the operator attaches the first winch 1110 toa suitable area of the ship S in a suitable manner. In this exampleembodiment, the first winch 1110 is attached below the deck of the shipS. The operator attaches one end of the first flexible member 1110 a tothe drum of the first winch 1110 and controls the first winch 1110 toretract most of the first flexible member 1110 a. The operator attachesthe free end of the first flexible member 1110 a to the left and rightbridle sets of the parasail P. This attaches the parasail P to the firstwinch 1110. The operator also attaches the ballast B to the left andright bridle sets of the parasail P such that the mass of the ballast Bis generally evenly distributed between the left and right bridle setsof the parasail P.

In certain situations, the ship may already be equipped with the firstwinch, the first flexible member, the parasail, and/or the ballast. Inthese situations, the operator need not take the above-described steps,and instead leverages the equipment already on the moving object (alongwith the additional components described above) to retrieve thefixed-wing aircraft from free, wing-borne flight.

The operator controls the ship S to head into the wind and maintain thiscourse throughout the retrieval process. The operator opens the parasailP and controls the first winch 1110 to payout the first flexible member1110 a until the parasail P reaches a stable flying height, as shown inFIG. 5A. At this point in this example embodiment, about 50-100 feet ofthe first flexible member 1110 a extend between the first winch 1110 andthe parasail P.

As shown in FIG. 5B, the operator attaches the first flexible memberattachment device 1112 (and its attached pulley 1114) to the firstflexible member 1110 a a first distance from the parasail P. In thisexample embodiment, the first distance is about 50-100 feet, though itmay be any suitable distance in other embodiments. The operator alsoattaches the second flexible member attachment device 2118 (and itsattached feed-control device 2020) to the first flexible member 1110 abetween the first winch 1110 and the first flexible member attachmentdevice 1112. After attachment: (1) the first flexible member attachmentdevice 1112 is movable along the first flexible member 1110 a toward theparasail P but not in the opposite direction; and (2) the secondflexible member attachment device 2118 is movable along the firstflexible member 1110 a away from the parasail P but not in the oppositedirection.

The operator feeds one end of the second flexible member 2110 b throughthe feed-control device 2120 and through the flexible member guide 2116,wraps the second flexible member 2110 b around the wheel of the pulley1114, and attaches the second flexible member 2110 b to a free end ofthe third flexible member 2110 c, as shown in FIG. 5B. This attaches thefirst flexible member 1110 a to the second flexible member 2110 b and tothe third flexible member 2110 c. At this point, the remainder of thesecond flexible member 2110 b is stored in a container C1 on the deckand the remainder of the third flexible member 2110 c is stored in acontainer C2 on the deck. The operator attaches the drag-producingdevice 1130 to the second flexible member 2110 b near its attachmentpoint to the third flexible member 2110 c. The operator attaches the GPSreceiver 1150 to the second flexible member 2110 b between the pulley1114 and the drag-producing device 1130.

While holding the feed-control device 2120, the operator controls thefirst winch 1110 to actively payout the first flexible member 1110 a. Asthat occurs: (1) the paid out first flexible member 1110 a travelsthrough the second flexible member attachment device 2118 (which is heldstationary relative to the ship S due to the operator holding thefeed-control device 2120), which enables the parasail P to ascend viathe wind and the continued motion of the ship S; (2) the operatorsimultaneously controls the feed-control device 2120 to enable thesecond flexible member 2110 b to payout from the container C1 and thethird flexible member 2110 c to payout from the container C2 (since it'sconnected to the second flexible member 2110 b). While doing so, theoperator controls the feed-control device 2120 to maintain enoughtension in the second flexible member 2110 b to overcome the force ofgravity and maintain the GPS receiver 1150 at or near the pulley 1114and also maintains some amount of tension in the third flexible member2110 c. As the parasail P ascends, it lifts the GPS receiver 1150 andthe drag-producing device 1130 off of the deck of the ship S (via thefirst flexible member attachment device 1112 and the pulley 1114).

The operator controls the first winch 1110 to stop actively paying outthe first flexible member 1110 a and controls the feed-control device2120 to stop enabling the second flexible member 2110 b to pay out ofthe container C1 once about 200 feet (or any other suitable amount) ofthe first flexible member 1110 a extend between the first flexiblemember attachment device 1112 and the second flexible member attachmentdevice 2118, as shown in FIG. 5C. The operator controls the feed-controldevice 2120 to enable gravity to pull the GPS receiver 1150 and thedrag-producing device 1130 downward relative to the first flexiblemember 1110 a, the first flexible member attachment device 1112, and thepulley 1114, as shown in FIG. 5D. While the pulley 1114 resists descentof the GPS receiver 1150 and the drag-producing device 1130 relative tothe pulley 1114, the aircraft-launch apparatus 10 is heavy enough suchthat gravity overcomes this resistive force. Once a stop device at thefree end of the second flexible member 2110 b engages the feed-controldevice 2120, the GPS receiver 1150 and the drag-producing device 1130have descended as far as they can relative to the pulley 1114 (since thestop device cannot fit through the feed-control device 2120). As thisoccurs, the drag-producing device 1130 begins producing drag via itsinteraction with the air. Specifically, the drag-producing device 1130operates to straighten and tension the portion of the second flexiblemember 2110 b extending between the pulley 1114 and the drag-producingdevice 1130.

As shown in FIG. 5E, using the GPS coordinates received from the GPSreceiver 1150, the operator controls the fixed-wing aircraft 30 tocontact and capture a portion of the second flexible member 2110 b in amanner similar to that described in U.S. Pat. No. 6,264,140, the entirecontents of which are incorporated herein by reference. After capture,the operator grasps the second flexible member attachment device 2118and, while holding the second flexible member attachment device 2118,controls the first winch 1110 to payout the first flexible member 1110a. The paid out first flexible member 1110 a travels through the secondflexible member attachment device 2118 (which is held stationaryrelative to the ship S), which enables the parasail P to ascend via thewind and the continued motion of the ship S. This causes capturedfixed-wing aircraft 30, the GPS receiver 1150, and the drag-producingdevice 1130 to ascend toward the pulley 1114.

Once the captured fixed-wing aircraft reaches the pulley 1114, theoperator controls the first winch 1110 to retract the first flexiblemember 1110 a. As this occurs, the operator maintains sufficient tensionin the second flexible member 2110 b to maintain the captured fixed-wingaircraft 30 at or near the pulley 1114 and maintains sufficient tensionin the third flexible member 2110 c to prevent substantial movement ofthe fixed-wing aircraft 30. Once the fixed-wing aircraft 30 reaches thedeck of the ship S, the operator controls the first winch 1110 to stopretracting. At this point, deck hands secure the fixed-wing aircraft 30and detach the first and second flexible member attachment devices 1112and 2118 from the first flexible member 1110 a, which disconnects thefirst flexible member 1110 a from the second flexible member 2110 b andthe third flexible member 2110 c. The operator controls the first winch1110 to retract the remainder of the first flexible member 1110 a suchthat the deck hands can collapse and stow the parasail P and the ballastB.

3. Winch and Hoist Embodiment

3.1 Parasail-Assisted Fixed-Wing Aircraft Launch System and Method

FIGS. 6A to 6C are diagrammatic views showing another exampleparasail-assisted fixed-wing aircraft launch system and method of thepresent disclosure. In this example embodiment, the aircraft launchsystem includes the parasail P, the ballast B, the aircraft-launchapparatus 10, the winch 1110, the first flexible member 1110 a, a hoist3120, and a second flexible member 3120 b.

The parasail P, the ballast B, the aircraft-launch apparatus 10, thewinch 1110, and the first flexible member 1110 a are described above.

The hoist 3120 includes a winch or other mechanism configured to extendand/or retract the second flexible member 3120 b. The second flexiblemember 3120 b includes a suitable rope or other similar flexibleelement.

The hoist 3120 includes a suitable device configured to removably attachto the first flexible member 1110 a. In this example embodiment, thehoist 3120 includes one or more locking members or connecting membersthat attach the hoist 3120 to the first flexible member 1110 a. Thisenables the operator to easily extend or retract the hoist 3120 from theship S by controlling the winch 1110 and enabling the parasail P toascend and descend. It should be noted that once the hoist 3120 isattached to the first flexible member 1110 a, it may remain a fixeddistance from the ballast B and/or parasail P. In other words, once thehoist 3120 has been attached to the first flexible member 1110 a, thehoist 3120 may rise upward along with the parasail P as the winch 1110lets out more of the first flexible member 110 a. FIGS. 7A and 7Billustrate this feature. This example maintains the benefits of keepingthe launching aircraft clear of the area during parasail launch andlanding. Further, the hoist is affixed to the first flexible member, sothere is no need to synchronize parallel lengths of tether during thecritical phases of the launch sequence.

FIG. 7A shows the first flexible member 1110 a comprising a firstsegment 7000 between the ballast B and the hoist 3120, and a secondsegment 7002 between the hoist 3120 and the winch 1110. Once the hoist3120 is attached to the first flexible member, the length of the firstsegment 7000 will not change.

FIG. 7B shows that the parasail has been let out and has risen into theair. The length of segment 7000 remains unchanged, and thus the hoist3120 has risen along with the parasail. FIG. 7B shows that the length ofsegment between the hoist 3120 and the winch 1110 has increased. This issegment 7004 in FIG. 7B. Segment 7004 is longer than segment 7002.Consequently, the hoist 3120 and aircraft have departed the aft deck ofthe ship S.

Referring back to FIGS. 6A to 6C, one or more operators may use thecomponents of the aircraft launch system to launch the fixed-wingaircraft 30 into free, wing-borne flight. A single operator is referredto below for brevity and clarity.

To prepare for launch, the operator attaches the winch 1110 to asuitable area of the ship S in a suitable manner. In this exampleembodiment, the winch 1110 is attached to the deck of the ship S. Theoperator attaches one end of the first flexible member 1110 a to thedrum of the winch 1110 and controls the winch 1110 to retract most ofthe first flexible member 1110 a. The operator attaches the free end ofthe first flexible member 1110 a to the left and right bridle sets ofthe parasail P. This attaches the parasail P to the first winch 1110.The operator also attaches the ballast B to the left and right bridlesets of the parasail P such that the mass of the ballast B isdistributed between the left and right bridle sets of the parasail P.The operator may deliberately distribute the mass unevenly, to force theparasail P to follow the ship off-center, thus maximizing clearancebetween the flexible members and the launching aircraft during releaseand climb-out.

In certain situations, the ship S may already be equipped with thewinch, the first flexible member, the parasail, and/or the ballast. Inthese situations, the operator need not take the above-described steps,and instead leverages the equipment already on the moving object (alongwith the additional components described above) to launch the fixed-wingaircraft into free, wing-borne flight.

The operator opens the parasail P, exposing it to the headwind, andcontrols the winch 1110 to payout the first flexible member 1110 a untilthe parasail P reaches a stable flying height, as shown in FIG. 6A. Atthis point in this example embodiment, about 50-100 feet of the firstflexible member 1110 a extend between the first winch 1110 and theparasail P.

The operator positions the fixed-wing aircraft 30 on the deck, such ason a launch-assist structure (not shown) that can be removably attachedto the deck and that retains the fixed-wing aircraft 30 in a desiredlaunch orientation. The operator attaches the hub module 100 of theaircraft-launch apparatus 10 to the fixed-wing aircraft 30 by: (1)operating the front engager servo motor 6341 (either manually orremotely via the R/C controller) to rotate the front engager 6320 to therelease rotational position; (2) inserting the trailing edges of thewings of the fixed-wing aircraft 30 into the trailing edge receivingchannels 6364 a of the pivotable portions 6364 of the rear engagers6360; (3) positioning the saddle 300 relative to the fixed-wing aircraft30 such that the leading edge engaging surfaces 6323 b and 6326 b of thefront engager 6320 are adjacent the leading edges of the wings of thefixed-wing aircraft 30; (4) operating the front engager servo motor 6341(either manually or remotely via the R/C controller) to rotate the frontengager 6320 to the attached rotational position such that the leadingedge engaging surfaces 6323 b and 6326 b of the front engager 6320contact the leading edges of the wings of the fixed-wing aircraft 30;and (5) operating the lock servo motor 6345 (either manually or remotelyvia the R/C controller) to rotate the lock arm 6346 a into the frontengager rotation-preventing rotational position so the locking extension6346 a on the end of the lock arm 6346 engages the front engager armlock device 6342 a of the front engager arm 6342.

At this point the fixed-wing aircraft 30 is attached to the saddle 300because the front engager 6320 and the rear engagers 6360 engage thewings of the fixed-wing aircraft 30 therebetween. The pivotable portions6364 of the rear engagers 6360 are rotationally positioned relative tothe bodies 6362 of the rear engagers 6360 such that the trailing-edgeengaging surfaces 6362 a are not within the trailing-edge receivingchannels of the pivotable portions 6364. The positioning of the servospacer 6344 b and the fact that the locking extension 6346 a is engagedto the front engager arm lock device 6342 a of the front engager arm6342 ensure the front engager servo motor 6341 cannot rotate the frontengager 6320 from the attached rotational position to the releaserotational position. This prevents undesired release of the fixed-wingaircraft 30 from the saddle 300 (and the aircraft-launch apparatus 10).

After the hub module 100 is attached to the fixed-wing aircraft 30, theoperator attaches the front and rear landing gear modules 600 a to 600 dto their respective arm modules 400 a to 400 d and attaches and locksthe arm modules 400 a to 400 d to the hub module 100 to completeassembly of the aircraft-launch apparatus 10.

The operator starts up the engine of the fixed-wing aircraft 30 andcontrols the ship S to head into the wind and maintains this coursethroughout the launch process. As shown in FIG. 6A, the operatorattaches the hoist 3120 to the first flexible member 1110 a a firstdistance from the parasail P. In this example embodiment, the firstdistance is about 50-100 feet, though it may be any suitable distance inother embodiments.

The operator attaches one end of the second flexible member 3120 b tothe snag-prevention member 299 of the aircraft-launch apparatus 10, asshown in FIG. 6B. This attaches the aircraft-launch apparatus 10 to thehoist 3120, and the first flexible member 1110 a to the second flexiblemember 2110 b. At this point, the remainder of the second flexiblemember 2110 b is stored in the hoist 3120.

The operator controls the winch 1110 to actively payout the firstflexible member 1110 a. As that occurs, the paid out first flexiblemember 1110 a enables the parasail P to ascend along with theaircraft-launch apparatus 10. While ascending, the hoist 3120 maintainsenough tension in the second flexible member 3120 b to overcome theforce of gravity and maintain the aircraft-launch apparatus at or nearthe hoist 3120. As the parasail P ascends, it lifts the aircraft-launchapparatus 10 and the attached fixed-wing aircraft 30 off of the deck ofthe ship S. Once the aircraft-launch apparatus 10 and the attachedfixed-wing aircraft 30 are airborne, as the ship S travels into thewind, the rear landing gear or fins of the aircraft-launch apparatus 10act as vertical stabilizers ensuring the front of the aircraft-launchapparatus 10 and the nose of the attached fixed-wing aircraft 30 pointgenerally into the relative wind.

The operator controls the winch 1110 to payout the first flexible member1110 a to a predetermined height. In some examples, about 700 feet ofthe first flexible member 1110 a extends between the winch 1110 and theparasail P. The operator controls the hoist to lower the aircraft launchapparatus to about 100 feet below the first flexible member. Then theoperator controls the aircraft-launch apparatus 10 to release thefixed-wing aircraft 30 from the saddle 300, as shown in FIG. 6C and asexplained above.

After the fixed-wing aircraft 30 is released into free, wing-borneflight, the operator controls the hoist to elevate the aircraft launchapparatus to the first flexible member, and the winch 1110 to retractthe first flexible member 1110 a until the hoist 3120 and theaircraft-launch apparatus 10 reach the operator. The operator grasps theaircraft-launch apparatus 10 and the hoist 3120 and removes them fromthe first flexible member 1110 a. The deck hands disassemble and stowthe aircraft-launch apparatus 10. The operator controls the winch 1110to retract the remainder of the first flexible member 1110 a such thatthe deck hands can collapse and stow the parasail P and the ballast B.

In certain embodiments, the aircraft launch system includes a compliantstructure, such as a trampoline, to aid in the launch process. In theseembodiments, the compliant structure is erected over part of the deck ofthe ship (or other moving object), and the fixed-wing aircraft 30 ispositioned on the compliant structure before (or after) theaircraft-launch apparatus 10 is attached to the fixed-wing aircraft 30.The compliant structure acts as a damper that dampens forces that wouldotherwise be exerted on the aircraft-launch apparatus 10 and thefixed-wing aircraft 30 to be damaged as the ship S moves (especially inrough seas), which reduces the potential for damage to theseapparatuses.

In other embodiments in which the saddle is that described in U.S.Patent Application Publication No. 2017/0158318, the fixed-wing aircraftlaunch method incorporates the procedure for releasing the fixed-wingaircraft from the saddle described in U.S. Patent ApplicationPublication No. 2017/0158318.

3.2 Parasail-Assisted Fixed-Wing Aircraft Retrieval System and Method

FIGS. 6D-6G are diagrammatic views showing another exampleparasail-assisted fixed-wing aircraft retrieval system and method of thepresent disclosure. In this example embodiment, the aircraft retrievalsystem includes the parasail P, the ballast B, the winch 1110, the firstflexible member 1110 a, the hoist 3120, the second flexible member 3120b, a reel 3130, a third flexible member 3130 c, and the GPS receiver3150. Some of these components are described above.

To prepare for retrieval, the operator attaches the winch 1110 to asuitable area of the ship S in a suitable manner. In this exampleembodiment, the winch 1110 is attached to the deck of the ship S. Theoperator attaches one end of the first flexible member 1110 a to thedrum of the winch 1110 and controls the winch 1110 to retract most ofthe first flexible member 1110 a. The operator attaches the free end ofthe first flexible member 1110 a to the left and right bridle sets ofthe parasail P. This attaches the parasail P to the winch 1110. Theoperator also attaches the ballast B to the left and right bridle setsof the parasail P such that the mass of the ballast B is distributedbetween the left and right bridle sets of the parasail P.

In certain situations, the ship may already be equipped with the winch,the first flexible member, the parasail, and/or the ballast. In thesesituations, the operator need not take the above-described steps, andinstead leverages the equipment already on the moving object (along withthe additional components described above) to retrieve the fixed-wingaircraft from free, wing-borne flight.

The operator controls the ship S to head into the wind and maintainsthis course throughout the retrieval process. The operator opens theparasail P and controls the winch 1110 to payout the first flexiblemember 1110 a until the parasail P reaches a stable flying height, asshown in FIG. 6D. At this point in this example embodiment, about 50-100feet of the first flexible member 1110 a extend between the winch 1110and the parasail P.

As shown in FIG. 6D, the operator attaches the hoist 3120 to the firstflexible member 1110 a a first distance from the parasail P. In thisexample embodiment, the first distance is about 50-100 feet, though itmay be any suitable distance in other embodiments.

The operator attaches the second flexible member 3120 b to a free end ofthe third flexible member 3130 c, as shown in FIG. 6D. This attaches thefirst flexible member 1110 a to the second flexible member 3120 b and tothe third flexible member 3130 c. At this point, the remainder of thesecond flexible member 3120 b is stored in the hoist 3120, and theremainder of the third flexible member 3130 c is stored on the reel3130. The operator may attach a drag-producing device to the secondflexible member 3120 b near its attachment point to the third flexiblemember 3130 c. The operator attaches the GPS receiver 3150 to the secondflexible member 3120 b, also near this location. Alternatively, the GPSreceiver may be attached at the hoist location, but the locationdescribed above may be preferred when accuracy and clearance to thefirst flexible member is important.

The operator controls the winch 1110 to actively payout the firstflexible member 1110 a. As that occurs, the operator allows the reel3130 to pay-out the third flexible member 3130 c from the reel 3130.While doing so, the operator controls the hoist 3120 to maintain enoughtension in the second flexible member 3120 b to overcome the force ofgravity and maintain the GPS receiver 3150 at or near hoist 3120 andalso maintains some amount of tension in the third flexible member 3130c. As the parasail P ascends, it lifts the GPS receiver 3150 and anyattached drag-producing device off of the deck of the ship S.

The operator controls the winch 1110 to stop actively paying out thefirst flexible member 1110 a and controls the reel 3130 to stop enablingthe third flexible member 3130 c to pay out of the reel 3130 once asufficient length of the first flexible member 1110 a extends from thewinch 1110 to the parasail P, as shown in FIG. 6E. The operator controlsthe hoist 3120 to enable gravity and aerodynamic drag to pull the GPSreceiver 3150 downward relative to the first flexible member 1110 a asshown in FIG. 6E.

As shown in FIG. 6F, using the GPS coordinates received from the GPSreceiver 3150, the operator controls the fixed-wing aircraft 30 tocontact and capture a portion of the second flexible member 3120 b in amanner similar to that described in U.S. Pat. No. 6,264,140, the entirecontents of which are incorporated herein by reference. After capture,the operator controls the hoist 3120 to retract the second flexiblemember 3120B into the hoist 3120, and raise the captured fixed-wingaircraft 30 toward the first flexible member 1110 a.

Once the captured fixed-wing aircraft reaches the hoist 3120, theoperator controls the winch 1110 to retract the first flexible member1110 a. As this occurs, the operator maintains sufficient tension in thethird flexible member 3130 c using the reel 3130 to keep the GPSreceiver from dipping into the water. Once the fixed-wing aircraft 30reaches the deck of the ship S, the operator controls the winch 1110 tostop retracting. At this point, deck hands secure the fixed-wingaircraft 30 and detach the hoist from the first flexible member 1110 a,which disconnects the first flexible member 1110 a from the secondflexible member 3120 b The operator then controls the winch 1110 toretract the remainder of the first flexible member 1110 a such that thedeck hands can collapse and stow the parasail P and the ballast B.

In some embodiments, usage of the concepts described herein may take theform of a primary or host ship and its tender. For example, the hostship may be a larger ship configured to store the secondary ship as itstender. The tender in turn may be a rigid hulled inflatable boat (RNIB)specially configured for launch and retrieval of the aircraft. As such,the tender may be configured to store specialized hardware such as theparasail winch or winches, parasail launching mast, aircraft launchcradle, engine cooling system for the aircraft, and engine starter forthe aircraft. Further, the tender may have an enlarged deck for use inconnection with the launching and retrieval of the aircraft as describedherein.

In some examples, the hardware may also be engaged with suitable quickdisconnect fittings to the tender. This can allow quick swapping of thehardware with seats or other components when not in use.

3.3 Multicopter-Assisted Fixed-Wing Aircraft Retrieval System and Method

FIGS. 8A-8E illustrate various views of a multicopter-assisted aircraftretrieval system. Certain aspects or components of themulticopter-assisted retrieval system shown in FIGS. 8A-8E may besimilar or identical to the systems shown in FIGS. 2A-2D, 5A-5E, and6D-6G. As such, one or more aspects or components may not be describedin detail with respect to FIGS. 8A-8E.

In the example embodiment shown in FIGS. 8A-8D, the aircraft retrievalsystem includes a multicopter 8010, a winch 8002, a flexible member8004, and a Global Positioning System (GPS) unit 8020. Some of thesecomponents are described above.

To prepare for retrieval, the operator places the winch 8002 in asuitable area with sufficient clearance above the winch 8002. In thisexample embodiment, the winch 8002 is placed directly on the ground.However, it should be understood that the winch 8002 can instead bepositioned on a movable surface, such as a boat, vehicle bed or trailer.The operator attaches one end of the flexible member 8004 to the drum ofthe winch 8002 and controls the winch 8002 to retract most of theflexible member 8004. The operator attaches the free end of the flexiblemember 8004 to the multicopter 8010.

As shown in FIG. 8B, the operator controls the multicopter 8010 to flyabove the winch 8002, simultaneously controlling the winch 8002 topayout the flexible member 8004 until the multicopter reaches a suitableflying height above any structures or obstructions on the ground (suchas trees, rocks, etc.). At this point in this example embodiment, about50-100 feet of the flexible member 8004 extends between the winch 8002and the multicopter 8010. However, it should be understood that theheight of the multicopter may be greater or less depending on theenvironment in which the system is used.

As shown best in FIGS. 8A and 8B, the GPS unit 8020 is attached to theflexible capture member 8004 at a fixed distance from the end of theflexible capture member 8004 attached to the multicopter 8010. Thisenables the GPS unit 8020 to remain at a relatively fixed distance fromthe multicopter 8010.

As shown in FIG. 8C, using GPS coordinates received from the GPS unit8020, the operator controls the fixed-wing aircraft 8030 to contact andcapture a portion of the flexible member 8004, in a manner similar tothat described in U.S. Pat. No. 6,264,140. After capture, the operatorcontrols the multicopter 8010 and winch 8002 to lower the capturedfixed-wing aircraft 8030 toward the winch 8002. The operator can thensecure the fixed-wing aircraft 8030, and land the multicopter 8010.

In some examples, the fixed-wing aircraft 8030 may be controlled tocontact the flexible capture member 8004 at a particular distance belowor above the GPS unit 8020. This distance is illustrated as distance8040 in FIG. 8C. Furthermore, the fixed-wing aircraft 8030 may becontrolled to contact the flexible capture member 8004 at a particularlateral offset. This offset is illustrated as lateral offset 8050 inFIG. 8D. This lateral offset may be determined based on a spanwiselength of the fixed-wing aircraft wing, and/or a location of a capturingmechanism (e.g., cleat) of the fixed-wing aircraft 8030. For example, afirst aircraft having a short wing may be controlled to have a shortlateral offset, while a second aircraft having a relatively longer wingmay be controlled to have a relatively longer lateral offset.

The GPS unit 8020 may be configured to periodically report its location,either directly to the fixed-wing aircraft 8030, or to another computingdevice 8151 controllable by the operator, such that the fixed-wingaircraft 8030 can be adjusted to contact the flexible capture member atthe appropriate vertical and lateral distance with respect to the GPSunit 8020. In various embodiments, the GPS unit 8020 can receive andtransmit data (including its location or location data) wirelessly. Insome examples, the GPS unit 8020 is a sealed device, including onboardpower supplied by one or more of a battery, fuel cell, wind turbine, andsolar panel.

In one example, the sequence of capturing the fixed-wing aircraft 8030includes determining, at a first point in time: (1) a location of theGPS unit 8020, and (2) a location of the fixed-wing aircraft 8030. Thelocation of the GPS unit 8020 and the fixed-wing aircraft 8030 aresubsequently determined at many subsequent different points in time. Thefixed-wing aircraft 8030 heading, speed, elevation, and otherinformation can also be determined. Further, wind data including, forexample, wind speed and wind direction can be determined. Based on someor all of the determined information, particularly the GPS unit 8020location and fixed-wing aircraft location 8030, the fixed-wing aircraft8030 can be controlled to steer toward the GPS unit location (i.e., bycontrolling the pitch, yaw, and roll). The steering can also factor in:(1) the vertical offset (i.e., the distance above or below the GPS unit8020 at which the flexible capture member 8004 is intended to contactthe fixed-wing aircraft), and (2) the lateral offset (i.e., the distancebetween a GPS unit of the fixed-wing aircraft 8030 and the position ofthe capture mechanism, for example a cleat on the edge of the wing).

The fixed-wing aircraft can be continually steered at successive pointsin time, based on successively captured location data from the GPS unit8020 and the fixed-wing aircraft 8030, wind data, and the vertical andlateral offsets. In this way, the aircraft can be steered toward adesired capture spot of the flexible capture member, captured, andlowered.

In some examples, the multicopter 8010 may remain stationary, or asstationary as possible during the capture sequence. The fixed-wingaircraft can be controlled to account for: (1) the difference inlocation of the GPS unit 8020 and fixed-wing aircraft 8030, (2) winddata, (3) vertical offset, and (4) lateral offset, such that the desiredcapture spot is contacted. In other examples, the multicopter 8010 maybe controlled to move up, down, and/or laterally to account for (1) thedifferences in location of the GPS unit 8020 and fixed-wing aircraft8030, (2) wind data, (3) vertical offset, and (4) lateral offset, suchthat the desired capture spot is contacted. In still further examples,control of both the multicopter 8010 and the fixed-wing aircraft 8030can be done to account for (1) the differences in location of the GPSunit 8020 and fixed-wing aircraft 8030, (2) wind data, (3) verticaloffset, and (4) lateral offset, such that the desired capture spot iscontacted.

In some examples, a fixed-wing aircraft recovery system configured tocarry out the methods described herein includes a lower restraintcoupled to a second end of the flexible capture member opposite thefirst end. The lower restraint is configured to provide tension to theflexible capture member. In some examples, the lower restraint comprisesone or more of a weight suspended from the flexible capture member, ananchor device positionable on the ground, an anchor device positionableon a water craft, and a winch.

FIG. 8E illustrates a second embodiment, in which the first GPS unit8020 and a second GPS unit 8022 are both attached to the flexiblecapture member 8004. In this embodiment, either or both of the GPS units8020 and 8022 can be configured to periodically transmit information(e.g., wirelessly transmit information) used to control the fixed-wingaircraft 8030. In one example, the fixed-wing aircraft may be controlledto contact the flexible capture member at a midpoint between the two GPSunits 8020 and 8022. In another example, the fixed-wing aircraft may becontrolled to contact the flexible capture member 8004 closer to a firstGPS unit (e.g., GPS Unit 8020) than a second GPS unit (e.g., GPS unit8022).

Information from the GPS units 8020 and 8022, either alone or inaddition to information from the multicopter 8010, can be used todetermine a model of the position of the flexible capture member 8004.Where there are heavy winds present, the flexible capture member 8004may bend or move in the space between the winch 8002 and the multicopter8010, rather than extending in a straight line. This bending canordinarily result in significant differences in the expected position ofthe flexible capture member with respect to the fixed-wing aircraft. Assuch, the likelihood of a successful capture decreases as the amount ofsway or movement of the flexible capture member increases. By using oneor a plurality of GPS units (e.g., one, two, or more), a more accurateposition of the flexible capture member 8004 can be determined forcontact by the fixed-wing aircraft prior to any attempted contact.

Various changes and modifications to the presently preferred embodimentsdescribed herein will be apparent to those skilled in the art. Thesechanges and modifications can be made without departing from the spiritand scope of the present subject matter and without diminishing itsintended advantages. It is intended that such changes and modificationsbe covered by the appended claims.

The invention claimed is:
 1. A method for fixed-wing aircraft recoverycomprising: attaching a global positioning system (GPS) unit to aflexible capture member at a predetermined distance from a first end ofthe flexible capture member; attaching the first end of the flexiblecapture member to a lifting device; attaching a lower restrainttensioning device at a second end of the flexible capture member suchthat the GPS unit is directly between the lifting device and thetensioning device; controlling the lifting device to carry the first endof the flexible capture member to a height above a surface of the earthsuch that the GPS unit becomes suspended vertically between the liftingdevice above and the tensioning device below; tensioning the flexiblecapture member vertically between the lifting device at the first end ofthe flexible capture member and the lower restraint tensioning device atthe second end of the flexible capture member; controlling a fixed-wingaircraft to intercept the flexible capture member at a location along alength of the flexible capture member relative to the GPS unit, suchthat when contact is made between the flexible capture member and thefixed-wing aircraft, the fixed-wing aircraft is at a predeterminedlocation offset both (a) a predetermined distance above or below thelocation of the GPS unit, and (b) a predetermined spanwise distancelaterally offset from the location of the GPS unit; and controlling thelifting device to lower the fixed-wing aircraft toward the surface. 2.The method of claim 1, wherein the lifting device is a multicopter,parasail, or kite.
 3. The method of claim 1, wherein the fixed-wingaircraft has a spanwise wing length, and wherein controlling thefixed-wing aircraft to intercept the flexible capture member comprisescontrolling the fixed-wing aircraft to intercept the flexible capturemember at the predetermined spanwise distance laterally offset from thelocation of the GPS unit based on the spanwise wing length.
 4. Themethod of claim 1, wherein the fixed-wing aircraft includes a capturemechanism, and wherein controlling the fixed-wing aircraft to interceptthe flexible capture member comprises controlling the fixed-wingaircraft to intercept the flexible capture member at the predeterminedspanwise distance laterally offset from the location of the GPS unitbased on a location of the capture mechanism.
 5. The method of claim 1,further comprising: periodically transmitting location data from the GPSunit to the fixed-wing aircraft; and controlling the fixed-wing aircraftbased on the periodically transmitted location data from the GPS unit.6. The method of claim 1, wherein the GPS unit is a first GPS unit, themethod further comprising: attaching a second GPS unit to the flexiblecapture member; and controlling the fixed-wing aircraft to intercept theflexible capture member at the location along the length of the flexiblecapture member based on the location of the first GPS unit and alocation of the second GPS unit.
 7. The method of claim 1, whichincludes controlling the fixed-wing aircraft to intercept the flexiblecapture member at the location along the length of the flexible capturemember based on both (a) the location of the GPS unit, and (b) alocation of the lifting device.
 8. The method of claim 6, which includescontrolling the fixed-wing aircraft to intercept the flexible capturemember at the location along the length of the flexible capture membercloser to the first GPS unit than the second GPS unit.
 9. A fixed-wingaircraft recovery system comprising: a lifting device; a flexiblecapture member attached at a first end to the lifting device; a globalpositioning system (GPS) unit attached to the flexible capture member ata predetermined distance from the first end of the flexible capturemember; a lower restraint tensioning device attached a second end of theflexible capture member such that the GPS unit is directly between thelifting device and the tensioning device; a controller configured tocontrol a fixed-wing aircraft, wherein the lifting device is configuredto carry the first end of the flexible capture member to a height abovea surface of the earth such that the GPS unit becomes suspendedvertically between the lifting device above and the tensioning devicebelow, wherein the flexible capture member is configured to interceptthe fixed-wing aircraft at a location along a length of the flexiblecapture member based on the location of the GPS unit, wherein thetensioning device is configured to tension the flexible capture membervertically between the lifting device at the first end of the flexiblecapture member and the lower restraint tensioning device at the secondend of the flexible capture member, and wherein the controller isconfigured to control the fixed-wing aircraft to intercept the flexiblecapture member at a location along a length of the flexible capturemember relative to the GPS unit such that when contact is made betweenthe fixed-wing aircraft and the flexible capture member, the fixed-wingaircraft is at a predetermined location offset both (a) a predetermineddistance above or below the location of the GPS unit, and (b) apredetermined spanwise distance laterally offset from the location ofthe GPS unit.
 10. The fixed-wing aircraft recovery system of claim 9,wherein the lifting device is a multicopter, parasail, or kite.
 11. Thefixed-wing aircraft recovery system of claim 9, wherein the controlleris configured to control the fixed-wing aircraft to intercept theflexible capture member to intercept the flexible capture member at thepredetermined spanwise distance laterally offset from the location ofthe GPS unit based on a spanwise wing length of the fixed-wing aircraft.12. The fixed-wing aircraft recovery system of claim 9, whereincontroller is configured to controlling the fixed-wing aircraft tointercept the flexible capture member to intercept the flexible capturemember at the predetermined spanwise distance laterally offset from thelocation of the GPS unit based on a location of a capture mechanism ofthe fixed-wing aircraft.
 13. The fixed-wing aircraft recovery system ofclaim 9, wherein the GPS unit is configured to periodically transmitlocation data from the GPS unit to the fixed-wing aircraft.
 14. Thefixed-wing aircraft recovery system of claim 13, wherein the locationdata is transmitted wirelessly.
 15. The fixed-wing aircraft recoverysystem of claim 13, wherein the GPS unit is a sealed device, includingonboard power supplied by one or more of a battery, fuel cell, windturbine, and solar panel.
 16. The fixed-wing aircraft recovery system ofclaim 9, wherein the lower restraint comprises one or more of a weightsuspended from the flexible capture member, an anchor devicepositionable on the ground, an anchor device positionable on awater-craft, and a winch.
 17. The fixed-wing aircraft recovery system ofclaim 9, wherein the GPS unit is a first GPS unit, the system furthercomprising: a second GPS unit attached to the flexible capture member,wherein the flexible capture member is configured to intercept thefixed-wing aircraft at the location along the length of the flexiblecapture member based on the location of the first GPS unit and thelocation of the second GPS unit.
 18. The fixed-wing aircraft recoverysystem of claim 9, wherein the controller is configured to control thefixed-wing aircraft to contact the flexible capture member based on both(a) the location of the GPS unit and (b) a location of the liftingdevice.
 19. The fixed-wing aircraft recovery system of claim 17, whereinthe controller is configured to cause the fixed-wing aircraft tointercept the flexible capture member at the location along the lengthof the flexible capture member closer to the first GPS unit than thesecond GPS unit.
 20. The method of claim 1, wherein the lifting deviceis motorized.
 21. The method of claim 1, wherein the lifting device isnot motorized.
 22. The method of claim 1, wherein the location of theGPS tracks above a moving ship, and is not fixed in Earth coordinates.23. The method of claim 1, which includes wirelessly transmittinglocation data from the GPS unit to a computing device, and relaying thelocation data from the computing device to the fixed-wing aircraft fornavigational guidance to the flexible capture member.
 24. The fixed-wingaircraft recovery system of claim 9, wherein the lifting device ismotorized.
 25. The fixed-wing aircraft recovery system of claim 9,wherein the lifting device is not motorized.
 26. The fixed-wing aircraftrecovery system of claim 9, wherein the location of the GPS tracks abovea moving ship, and is not fixed in Earth coordinates.
 27. The fixed-wingaircraft recovery system of claim 9, wherein the GPS unit is configuredto wirelessly transmit location data to a computing device, and whereinthe computing device is configured to relay the location data to thefixed-wing aircraft for navigational guidance to the flexible capturemember.